Assembly and method for automatic alignment of a track

Abstract

The present invention relates to an assembly for the automatic alignment of a track, comprising: - a first alignment system (10) adapted to be placed on a first track element (70) on a first track (100); - a second alignment system (20) adapted to be placed on a second track element (70) on a second track (200); and - a system for acquiring positions (30) comprising at least one position sensor, wherein the first alignment system (10) and / or the second alignment system (20) comprise an actuation system (51, 52) adapted to automatically adjust the position of the first track (100) and / or of the second track (200) based on the positions measured by the acquisition system (30).

Description

TECHNICAL FIELD

[0001] The present invention relates to the field of systems for the automatic alignment of railway tracks, in particular for the purpose of their subsequent welding. BACKGROUND

[0002] A railway comprises a plurality of tracks arranged one after the other in a longitudinal direction. A track must be aligned with an adjacent track, in particular for the purpose of subsequently welding it to the adjacent track.

[0003] Current alignment machines allow for the automatic alignment of two adjacent tracks of a railway. These alignment machines also allow for the subsequent welding of the track and the adjacent track, for example by means of flash welding.

[0004] Current alignment machines comprise a rigid frame designed to be positioned around the tracks to be aligned, the frame comprising two opposite ends. The documents CN 102493295 A and US 4,645,897 describe track alignment and welding machines comprising a frame of this type, for example.

[0005] A clamping and actuating element is attached to each end of the tracks, each clamping and actuating element being designed to attach and actuate one of the tracks to be aligned.

[0006] The frame thus allows to provide a common positioning reference of the two tracks relative to each other. The frame must have sufficient rigidity and be dimensioned to be able to withstand the forces that result, in order to provide this common geometric reference between the two tracks with sufficient precision.

[0007] In addition, in order to subsequently perform the welding of the two tracks, it is necessary to leave a clear area at the space between the two tracks to be aligned. Each of the two opposite ends of the frame is arranged on a corresponding track, the two ends being separated by a minimum distance. The length of the frame is therefore of the order of 3 meters or more.

[0008] In addition, these alignment machines require the presence of a lifting arm designed to lift the frame and the tracks during their alignment and / or their welding. The size of the lifting arm must be able to support the weight of the tracks and the frame during the alignment, which increases the weight and the bulk of the alignment machine.

[0009] This large length of the frame, associated with the need for rigidity, makes the frame both large and heavy.

[0010] The presence of the frame and of the lifting arm therefore significantly increases the weight and the bulk of the alignment machine. The current alignment machines are therefore bulky. The current alignment machines weigh several hundred kilograms and occupy a surface area of at least about 3 m2 on the ground.

[0011] Due to its huge weight and bulk, to be moved on the railway, the current alignment machine must be transported using a maintenance train, a backhoe or a large truck. These transport limitations reduce the flexibility of the alignment of the tracks and increase its cost, which in turn increases the cost of carrying out the welding of the tracks.

[0012] Figure 1 a and Figure 1 b An example of an alignment machine of the prior type is shown. The alignment machine is transported with a large truck. The alignment machine comprises a frame 300 which is moved by a lifting arm 400. Clamping and actuating elements 10', 20' are attached to each end of the frame 300, each end being designed to be attached to and actuate one of the two tracks 100, 200 to be aligned. This type of alignment machine has the aforementioned drawbacks. SUMMARY

[0013] One object of the present invention is to propose an assembly for the automatic alignment of tracks which is lighter and more compact than the alignment assemblies known from the prior art.

[0014] According to a first aspect, the present invention relates to an assembly for the automatic alignment of tracks comprising:

[0015] - a first alignment system designed to be placed on a first track element at a first track;

[0016] - a second alignment system designed to be placed on a second track element at a second track; and

[0017] - a system for acquiring positions comprising at least one position sensor of the first track and / or of the second track, wherein the first alignment system comprises a first actuation system designed to adjust the position of the first track as a function of the positions measured by the acquisition system, and / or the second alignment system comprises a second actuation system designed to automatically adjust the position of the second track as a function of the positions measured by the acquisition system.

[0018] Certain preferred but non-limiting features of the above assembly for the automatic alignment of tracks are as follows, taken alone or in combination:

[0019] - the system for acquiring positions is designed to measure the relative positions of the first track and of the second track relative to each other;

[0020] - each actuation system comprises at least one pair of actuating cylinders comprising two cylinders, each cylinder of the pair of actuating cylinders being designed to extend on a respective side of the track whose position is to be adjusted and to move said track for the purpose of the alignment of the tracks;

[0021] - each actuation system comprises a pair of cylinders for translational actuation, the pair of cylinders being designed to move the rail in translation along a rail transverse direction and / or along a rail height direction;

[0022] - each of the two cylinders of the pair of cylinders for translational actuation is designed to be positioned in contact with the rail head on a respective side of the rail head;

[0023] - each actuation system comprises a pair of cylinders for rotational actuation, the pair of cylinders being designed to change the inclination of the rail around a rail longitudinal direction;

[0024] - each alignment system comprises a single structural element, in the form of a rigid frame, designed to extend on either side of the rail whose position is to be adjusted, wherein each cylinder of the at least one pair of actuation cylinders is mounted on the single structural element;

[0025] - each alignment system comprises two distinct structural elements, each designed to extend on a respective side of the rail whose position is to be adjusted, wherein each cylinder of the at least one pair of actuation cylinders is mounted on the respective structural element;

[0026] - each alignment system comprises at least one hook designed to be removably attached to at least one corresponding hook of a track element;

[0027] - the at least one hook of the alignment system comprises a plate designed to be attached to the corresponding hook of the track element, said plate being adjustable depending on the type of said hook of the track element;

[0028] - the track element is a track sleeper and the plate comprises:

[0029] - a first means of attachment to a hook of the square head bolt type or of the screw type of the track sleeper,

[0030] - a second means of attachment to a hook of the clip type of the track sleeper, and

[0031] - a third means of attachment to the alignment system.

[0032] According to a second aspect, the application relates to a method for the automatic alignment of a rail by means of a set for the automatic alignment of a rail according to the first aspect, comprising the following steps:

[0033] - placing a first alignment system on a first track element;

[0034] - placing a second alignment system on a second track element;

[0035] - acquiring the position of the first rail and / or of the second rail by means of a system for acquiring the position;

[0036] - automatically adjusting the position of the first track and / or of the second track by means of the first actuation system and / or of the second actuation system, so as to align the first track and the second track. BRIEF DESCRIPTION OF DRAWINGS

[0037] Further features, objects and advantages of the present application will appear from the following detailed description, given by way of non-limiting example, to be read with reference to the following drawings:

[0038] [ Figure 1 a ][ Figure 1 b ] already discussed Figure 1 a and Figure 1 b shows a schematic side view of a track alignment system according to the prior art, loaded in a transport truck and placed on the tracks to be aligned, respectively.

[0039] [ Figure 2a ][ Figure 2b ] already discussed Figure 2a and Figure 2b shows a schematic side view of an assembly for the automatic alignment of tracks according to one embodiment of the present application, loaded in a transport truck and placed on the tracks to be aligned, respectively.

[0040] [ Figure 3a ][ Figure 3b ][ Figure 3c ][ Figure 3d ] Figures 3a to 3d shows a schematic front view of an assembly for the automatic alignment of tracks according to one embodiment of the present application, in different positions of the actuation system, corresponding to different positions and orientations of the respective tracks.

[0041] [ Figure 4a ][ Figure 4b ] Figure 4a and Figure 4b shows a schematic front view of an assembly for the automatic alignment of tracks according to one embodiment of the present application, attached to a rail tie hook of the square head bolt type and to a hook of the screw type, respectively.

[0042] [ Figure 5a ][ Figure 5b ] Figure 5a and Figure 5b shows a schematic top view of an assembly for the automatic alignment of tracks according to one embodiment of the present application, attached to a rail tie hook of the square head bolt type or of the screw type, for different transversal positions of the rail tie hook.

[0043] [ Figure 5c ] Figure 5c shows a schematic top view of an assembly for the automatic alignment of tracks according to one embodiment of the present application, attached to a rail tie hook of the clip type.

[0044] [ Figure 6a ][ Figure 6b ] Figure 6a and Figure 6b a schematic front view showing a component for the automatic alignment of a railway track attached to a rail tie hook of the clip type and to a hook of the square bolt type, respectively, according to an embodiment of the present application.

[0045] [ Figure 7a ][ Figure 7b ] Figure 7a and Figure 7b a schematic top view showing a component for the automatic alignment of a railway track attached to a rail tie hook of the clip type and to a hook of the square bolt type, respectively, according to an embodiment of the present application.

[0046] [ Figure 8 ] Figure 8 a schematic front view showing a component for the automatic alignment of a railway track, according to another embodiment of the present application.

[0047] [ Figure 9a ][ Figure 9b ] Figure 9a and Figure 9b a schematic top view and a front view, respectively, of a system for acquiring the position of a component for the automatic alignment of a railway track, according to an embodiment of the present application.

[0048] [ Figure 9c ] Figure 9c a schematic top view of a system for acquiring the position of a component for the automatic alignment of a railway track, according to an embodiment of the present application. DETAILED DESCRIPTION

[0049] A component for the automatic alignment of a railway track is shown by way of non-limiting example in Figure 2a and Figure 2b .

[0050] The component for the automatic alignment of a railway track comprises:

[0051] - a first alignment system 10 designed to be placed on a first track element 70 at a first railway track 100;

[0052] - a second alignment system 20 designed to be placed on a second track element 70 at a second railway track 200; and

[0053] - a system 30 for acquiring the position comprising at least one position sensor of the first railway track 100 and / or of the second railway track 200.

[0054] The first alignment system 10 comprises a first actuation system 51, 52 designed to automatically adjust the position of the first track 100 as a function of the position measured by the acquisition system 30. Alternatively or additionally, the second alignment system 20 comprises a second actuation system 51, 52 designed to automatically adjust the position of the second track 200 as a function of the position measured by the acquisition system 30.

[0055] The alignment systems 10, 20 can be placed (for example removably attached to, laid on or wedged on) on the track elements 70. The track elements 70 thus allow the placement of the alignment systems 10, 20 relative to each other, thus providing a common positioning reference of the two tracks 100, 200 relative to each other. The position of the alignment systems 10, 20 relative to each other is thus fixed, without the alignment assembly requiring a rigid frame to which the two alignment systems 10, 20 are attached.

[0056] Furthermore, the alignment of the tracks 100, 200 is automatically done by the actuation systems 51, 52 as a function of the position measured by the acquisition system 30. The actuation systems 51, 52 thus automatically actuate the respective tracks 100, 200 for the purpose of their alignment. Thus, throughout the alignment operation, there is no need to lift and move the tracks 100, 200 by means of a lifting arm, but simply to move the tracks 100, 200 by means of the actuation systems 51, 52 as a function of the measured position. The alignment assembly can thus dispense with the presence of a lifting arm.

[0057] Compared to existing alignment assemblies, the placement of the alignment systems 10, 20 on the track elements and the automatic alignment of the tracks 100, 200 by means of the actuation systems 51, 52 allows to lighten the alignment assembly and to make it more compact.

[0058] The alignment assembly can thus be transported on a vehicle of smaller dimensions than existing alignment assemblies. For example, it can be transported on a small truck, or even loaded on a wagon to be transported along the tracks. Thanks to its lightened weight, the alignment assembly can also be unloaded and positioned around the tracks 100, 200 to be aligned by an operator. The transport constraints are thus reduced, which thus increases the flexibility and reduces the cost of the operation of aligning the tracks.

[0059] Definitions

[0060] The tracks 100, 200 extend in a substantially longitudinal direction X, which corresponds to the main direction of the tracks.

[0061] The rails 100, 200 comprise a bottom, a head and a web designed to connect the bottom to the head. The head is opposite the bottom in a height direction Z of the rail substantially perpendicular to the longitudinal direction X. The head is located at a higher position than the bottom of the rail 100, 200. The position in the height direction Z of the rail is called “pointu” in French.

[0062] The rails 100, 200 can be substantially symmetrical with respect to a plane of symmetry of the rail, which extends substantially in the longitudinal direction X and the height direction Z and passes through the center of the rail 100, 200.

[0063] The transverse direction Y of the rail corresponds to a direction substantially perpendicular to the longitudinal direction X and the height direction Z of the rail, i.e. perpendicular to the plane of symmetry of the rail. The bottom is designed to be laid on and attached to the track element 70 so that the sleeper 70 extends substantially in the transverse direction Y of the rail. The position in the transverse direction Y of the rail is called “tracé” in French.

[0064] The inclination of the rail 100, 200 around the longitudinal direction X of the rail is called the inclination.

[0065] Two rails 100, 200 are aligned when they have substantially the same inclination around the longitudinal direction X, the same position in the transverse direction Y and when their dimensions in the height direction Z correspond to the same expected specific height position. In other words, two rails 100, 200 are aligned when they have substantially the same inclination around the longitudinal direction X, the same position in the transverse direction Y and when their dimensions in the height direction Z correspond to the same expected specific height position.

[0066] Two aligned rails 100, 200 can be spaced apart by a distance in the longitudinal direction X. The space present between the two rails 100, 200 allows for the subsequent welding of the two rails 100, 200 together.

[0067] Acquisition system

[0068] The system 30 for acquiring the position is designed to measure the relative position of the first rail 100 and the second rail 200 with respect to each other.

[0069] The acquisition system 30 can comprise at least one scale 31 designed to be positioned on each of the two rails 100, 200 to be aligned, as illustrated by way of non-limiting example in Figures 9a to 9c Each scale 31 can be attached to the two rails 100, 200 to be aligned.

[0070] Each scale 31 comprises at least one pair of sensors 35 designed to measure the position of the rail 100, 200. A first sensor of the pair of sensors 35 is positioned at the first rail 100 and measures the position of the first rail 100, while a second sensor of the pair of sensors 35 is positioned at the second rail 200 and measures the position of the second rail 200. Each scale 31 can be designed to measure the height position and / or the transversal position and / or the inclination of each of the two rails 100, 200 to be aligned.

[0071] The height position can be measured in particular at a certain longitudinal distance from the welding position of the rail 100, 200 and corresponds to the distance in the height direction Z between the top of the head of the rail 100, 200 and the scale 31 used to measure the height position of the rail 100, 200. The height position can be on the order of a few millimeters.

[0072] For example, the system 30 for acquiring positions can comprise three scales 31. Thus, Figure 9b A non-limiting example of a first rail 100 is shown on which the three scales 31 of the system 30 for acquiring positions are positioned. A first scale is designed to measure the height position of the first rail 100 to be aligned, a second scale is designed to measure the transversal position of the first rail to be aligned, and a third scale is designed to measure the inclination of the first rail to be aligned.

[0073] The alignment of the rails 100, 200 can be achieved from the positions measured by the scales 31 when the positions measured by the first and second sensors of a same pair of sensors 35 of said scales 31 are identical. More particularly, the alignment of the rails 100, 200 in the transversal position and in the inclination, respectively, can be achieved when the transversal position and the inclination, respectively, measured by all the pairs of sensors of the corresponding scales 31 for measuring the transversal position and the inclination are identical.

[0074] The alignment of the rails 100, 200 in the height can be achieved when the position measured by the pairs of sensors of the scales 71 designed to measure the height position corresponds to an expected height position, which can be chosen by the welder. The expected height position can be 1.5 mm.

[0075] Each scale 31 placed on the two rails 100, 200 to be aligned can comprise two pairs of sensors 35, so that the acquisition system 30 comprises twelve sensors 35, as illustrated by the non-limiting example in Figure 9a The alignment from the positions measured by the scales 31 is completed when four sensors 35 of the scales 31 measure the same position.

[0076] As an alternative, each scale 31 placed on the two rails 100, 200 to be aligned can comprise a single pair of sensors 35, the acquisition system 30 comprising six sensors 35, as shown by way of non-limiting example in Figure 9c This alternative has the advantage of simplifying the system by reducing the number of sensors. Each scale 31 then additionally comprises two studs 36 having a fixed thickness. In order to take into account the height of the studs 36, it is necessary to make a zero-point setting of the scale 31.

[0077] Alignment system

[0078] Figures 3a to 3d 、 Figure 4a 、 Figure 4b 、 Figure 6a and Figure 6b A first rail alignment system 10 arranged at the first rail 100 is shown by way of non-limiting example. It will be understood that the second alignment system 20 can be substantially identical to the first alignment system 10. Hereinafter in the present application, any description made in relation to the first alignment system 10 can be applied in the same way to the second alignment system 20.

[0079] The first alignment system 10 is designed to extend at the first rail 100 in order 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 in the transverse direction Y, i.e. on one side and on the other side of the first rail 100. Likewise, the second alignment system 20 can be designed to extend on either side of the second rail 200 in the transverse direction Y.

[0080] Each alignment system 10, 20 can have a respective plane of symmetry which substantially corresponds 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, while the plane of symmetry of the second alignment system 20 can correspond to the plane of symmetry of the second rail 200.

[0081] 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 of which the position is to be adjusted and to move said rail 100, 200 for the purpose of its alignment.

[0082] 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.

[0083] Therefore, each of the pair of actuation cylinders 51, 52 is able to come into contact with the rail 100, 200 on either side thereof, thus forming a rail 100, 200 clamp.

[0084] Each actuation system 51, 52 can comprise a pair of cylinders 51 for translational actuation designed to move the rail 100, 200 whose position is to be adjusted in translation along the transverse direction Y of the rail and / or along the height direction Z of the rail.

[0085] Each of the two cylinders of the pair of cylinders 51 for translational actuation can be designed to be positioned in contact with the head of the rail 100, 200 on the respective side of said head.

[0086] More specifically, each of the two cylinders for translational actuation can be mounted on the structural element 53, 54 of the alignment system 10, 20 and designed to extend from the structural element 53, 54 of the alignment system 10, 20 to the head of the respective rail 100, 200, so that the actuation of the cylinders for translational actuation causes the exertion of a force on the head of the respective rail 100, 200.

[0087] More specifically, each of the two cylinders for translational actuation can comprise a first end mounted on the structural element 53, 54 of the actuation system 51, 52 and a second end opposite the first end. The second end is designed to come into contact with the head of the rail 100, 200, in particular with the lower surface of the head, which is then placed substantially on the two cylinders. Each cylinder can be designed to extend substantially diagonally in the transverse direction Y and in the height direction Z of the rail.

[0088] The similar and joint actuation of the two cylinders can allow to adjust the height position of the rail 100, 200, i.e. to actuate the translation of the rail 100, 200 in the height direction Z. The opposite and joint actuation of the two cylinders can allow to adjust the transverse position of the rail 100, 200, i.e. to actuate the translation of the rail 100, 200 in the transverse direction Y.

[0089] For example, the simultaneous and equivalent increase of the stroke of each of the two cylinders allows to push upwards the head of the rail 100, 200 and thus to lift the rail 100, 200 with respect to the track in the height direction Z of the rail, i.e. to increase the height position of the rail 100, 200. Conversely, the simultaneous and equivalent decrease of the stroke of each of the two cylinders causes the rail 100, 200 to move downwards under the effect of gravity, thus decreasing the height position of the rail 100, 200.

[0090] The greater development of one of the two cylinders with respect to the other allows the rail 100, 200 to move in the transverse direction Y on the side opposite to the cylinder with the greater development. In other words, the increase in the stroke of a single cylinder, which can be combined 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.

[0091] Each actuation system 51, 52 can comprise a pair of cylinders 52 for rotational actuation, designed to change the inclination of the rail 100, 200 around the longitudinal direction X of the rail.

[0092] Each of the two cylinders of the pair of cylinders 52 for rotational actuation can be designed to be positioned in contact with the bottom of the rail 100, 200 or with the web of the rail 100, 200 on the respective side of the bottom or of the web.

[0093] More specifically, each of the two cylinders for rotational actuation can be mounted on the structural element 53, 54 of the alignment system 10, 20 and designed to extend from the structural element 53, 54 of the alignment system 10, 20 to the bottom of the respective rail 100, 200 or to the web of the respective rail 100, 200, so that the actuation of the cylinders for rotational actuation causes the application of a force on the bottom or on the web of the respective rail 100, 200.

[0094] More specifically, each of the two cylinders for rotational actuation can comprise a first end mounted on the structural element 53, 54 of the actuation system 51, 52 and a second end opposite the first end.

[0095] The second end is designed to come into contact with the bottom or with the web of the rail 100, 200, in particular with the upper surface of the bottom when it is necessary to achieve the inclined alignment of the rail 100, 200. Each cylinder can be designed to extend substantially diagonally in the transverse direction Y and in the height direction Z of the rail.

[0096] The actuation of only one of the two cylinders can allow adjusting the inclination of the rail 100, 200 with respect to the longitudinal direction X.

[0097] This type of actuation system 51, 52, comprising a pair of cylinders 51 for translational actuation and a pair of cylinders 52 for rotational actuation, allows simply adjusting 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 also simple.

[0098] As a non-limiting example, Figure 3aA first actuation system 51, 52 is shown arranged around the first rail 100 and placed on the track tie 70. The first actuation system 51, 52 comprises a pair of cylinders 51 for translational actuation and a pair of cylinders 52 for rotational actuation. Both cylinders of the pair of actuation cylinders 51, 52 are retracted so that the first rail 100 is not lifted, the first rail 100 being placed on the track tie 70. The first rail 100 is in a nominal position, i.e. having a nominal height, a normal lateral position and zero inclination.

[0099] Figure 3b An example of the first rail 100 is shown whose position in the height direction Z is modified with respect to its nominal position by both cylinders of the first actuation system 51, 52 for translational actuation. Both cylinders of the pair of actuation cylinders 51, 52 are extended so that the first rail 100 is lifted with respect to the track, its height position being modified. Figure 3b The lateral position of the first rail 100 shown in is substantially corresponding to the nominal lateral position of the first rail 100 and the inclination of the first rail 100 is substantially zero.

[0100] Figure 3c An example of the first rail 100 is shown whose position in the lateral direction Y is modified with respect to its nominal lateral position by both cylinders of the first actuation system 51, 52 for translational actuation. One cylinder is extended more than the other so that the first rail 100 is moved on the side opposite to the cylinder that is extended the most, its lateral position being modified. Figure 3c The height of the first rail 100 shown in is substantially corresponding to Figure 3b The height of the first rail 100 shown in and the inclination of the first rail 100 is substantially zero.

[0101] Figure 3d An example of the first rail 100 is shown whose inclination with respect to the longitudinal direction X is modified with respect to zero inclination by both cylinders of the first actuation system 51, 52 for translational actuation. Only one of the two cylinders is extended in order to adjust the inclination of the first rail 100 with respect to the longitudinal direction X. Figure 3d The height of the first rail 100 shown in is substantially corresponding to Figure 3b The height of the first rail 100 shown in and the lateral position of the first rail 100 is substantially corresponding to the nominal lateral position of the first rail 100.

[0102] In Figures 3a to 3d , Figure 4a , Figure 4b and Figures 5a to 5cIn the first embodiment, illustrated by way of non-limiting example, each alignment system 10, 20 includes a single structural element 53 in the form of a rigid frame, designed to extend on either side of the rails 100, 200 whose position is to be adjusted. Each of at least one pair of actuating cylinders 51, 52 is mounted on the single structural element 53. The alignment assembly of this first embodiment has a reduced number of parts.

[0103] The rigid frame 53 may have a generally semi-circular shape and is designed to be centered around the alignment systems 10, 20 and the rails 100, 200 around which it is aligned. A pair of cylinders 51 for translational actuation and / or a pair of cylinders 52 for rotational actuation may be mounted on the lower portion of each end of the semi-circle of the rigid frame 53.

[0104] exist Figure 6a , Figure 6b , Figure 7a and Figure 7b In the second embodiment, illustrated by way of non-limiting example, each alignment system 10, 20 includes two distinct structural elements 54. Each structural element 54 is designed to extend on a corresponding side of the track 100, 200 whose position is to be adjusted. Each of at least one pair of actuating cylinders 51, 52 is mounted on the corresponding structural element 54. The alignment assembly of this second embodiment has a further reduced weight and volume.

[0105] Another embodiment of the component for automatic alignment of railway tracks is in Figure 8 The examples are shown in a non-restrictive manner.

[0106] The components for automatic alignment of the track include actuation systems 51 and 52, which include a pair of actuation cylinders 55 and an additional actuation cylinder 57.

[0107] The pair of actuating cylinders 55 includes two cylinders 55 arranged on either side of the rails 100 and 200 in the lateral direction Y. The pair of actuating cylinders 55 is designed to modify the position of the rails 100 and 200, both by modifying the translational position of the rails in the vertical direction Z to align the rails 100 and 200 in height and by modifying the rotational position of the rails about the longitudinal axis to align the rails 100 and 200 in tilt. The translation in the vertical direction Z is guided by a slider 56 arranged on either side of the rails 100 and 200 and extending substantially in the vertical direction Z of the rails.

[0108] Modifying the height of both cylinders 55 identically causes a modification to the height of rails 100 and 200. Modifying the height of the two cylinders 55 differently causes a modification to the inclination of rails 100 and 200.

[0109] The additional actuation cylinders 57 are designed to be arranged substantially above the rails 100, 200. The additional actuation cylinders 57 are designed to modify the position of the rails 100, 200 in translation in the transverse direction Y of the rails, to align the rails 100, 200 in transverse position. The translation in the transverse direction Y is guided by slides 58 designed to extend substantially above the rails 100, 200 in the transverse direction Y of the rails.

[0110] The assembly for the automatic alignment of the rails also comprises two clamping cylinders 59 arranged on either side of the rails 100, 200 and designed to clamp the rails 100, 200 via jaws 80 arranged on either side of the rails 100, 200 and in contact with the rails. The actuation of the actuation cylinders 55, 57 causes the application of a force on the rails 100, 200 by means of a pair of clamping cylinders 59.

[0111] Placement of the alignment system 10, 20 on the track element 70

[0112] In a first exemplary embodiment, the first alignment system 10 is designed to be laid or wedged on the first track element 70 and the second alignment system 20 is designed to be placed or wedged on the second track element 70.

[0113] The weight of the rails 100, 200 allows the alignment systems 10, 20 to be held in place relative to the track elements 70, in particular to be blocked in the transverse direction Y.

[0114] This first exemplary embodiment can in particular be used in the case of straight tracks, i.e. when little radial force can be exerted on the alignment systems 10, 20.

[0115] In particular, when the track elements 70 are sleepers, the alignment systems 10, 20 can be designed to be laid or wedged on the corresponding sleepers 70 on either side of the rails 100, 200.

[0116] 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.

[0117] 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.

[0118] This second exemplary embodiment can in particular be used in the case of curved tracks, i.e. when a significant radial force can be exerted on the alignment systems 10, 20.

[0119] The hooks 60 can be designed to be arranged in the lower part of the structural elements 53, 54 of the alignment system 10, 20.

[0120] Each alignment system 10, 20 can comprise two hooks 60 designed to extend on either side of the rail 100, 200 on which the alignment system 10, 20 is located, in a substantially symmetrical manner with respect to the plane of symmetry of the rail, facing two respective hooks of the track element 70. The alignment system 10, 20 is thus attached to the track element 70 by means of the two hooks 60.

[0121] At least one hook 60 of the alignment system 10, 20 can comprise a plate 71 designed to be attached to the respective hook of the track element 70. Said plate 71 can comprise several different attachment means designed to provide attachment of the plate 71 to several different types of hooks of the track element 70. The alignment system 10, 20 can thus be attached to track elements 70 having different types of hooks. The alignment assembly thus has considerable modularity and can be adapted to different types of track.

[0122] In particular, the track element 70 can be a track sleeper. The track sleeper 70 can have different types of hooks, for example square bolt type, threaded rod type or clip type hooks.

[0123] The adjustment plate 71 can comprise:

[0124] - a first means of attachment to a square bolt type or threaded rod type hook of the track sleeper 70,

[0125] - a second means of attachment to a clip type hook of the track sleeper 70, and

[0126] - a third attachment means of the alignment system 10, 20.

[0127] The adjustment plate 71 of the alignment system 10, 20 thus allows attachment to a track sleeper 70 comprising a square bolt, threaded rod or clip type hook. The alignment system 10, 20 can thus be attached to most existing track sleepers 70.

[0128] Depending on the type of hook of the track sleeper 70, the first and / or second attachment means of the plate 71 are arranged in contact with the respective hook of the track sleeper 70. The plate 71 can be turned to place the desired attachment means in contact with the track sleeper 70.

[0129] Figure 4a 、 Figure 4b 、 Figure 5a 、 Figure 5b 、 Figure 6b and Figure 7bThe attachment of the plate 71 to a tie plate 70 hook of the lag bolt type or threaded rod type is shown by way of non-limiting example. The first attachment means of the plate 71 can comprise a through opening 73 designed to extend facing a corresponding opening drilled in the tie plate 70. The through opening 73 can have a shape and size designed to extend around the threaded rod of the tie plate 70 and / or to receive a lag bolt.

[0130] Figure 5c , Figure 6a and Figure 7a The attachment of the plate 71 to a tie plate 70 hook of the clip type is shown by way of non-limiting example. The second attachment means of the plate 71 can comprise a through hole 74 designed to extend around the clip of the tie plate 70. The hole 74 of the plate 71 can be substantially rectangular, as shown in Figure 5c , Figure 6a and Figure 7a As a variant, the second attachment means of the plate 71 can comprise a tab designed to come into contact with the rail 100, 200 when the plate 71 is laid on the tie plate 70. The tab comprises attachment means designed to attach the tab to the rail 100, 200. For example, the tab can be articulated in rotation relative to the plate 71 by means of a hinge, so that once the plate 71 is laid on the tie plate 70, the tab can be actuated in rotation to come into contact with the corresponding rail 100, 200. The tab can have clamping means designed to clamp the tab to the rail 100, 200 once the tab comes into contact with the rail 100, 200.

[0131] The distance from the tie plate 70 hook to the rail 100, 200 in the transverse direction Y, i.e. the distance between the centers of the tie plate 70 hook, can vary depending on the type of tie plate 70. The adjustment plate 71 can comprise means for adjusting the distance between the centers 75, allowing to adapt to different transverse distances from the tie plate 70 to the rail 100, 200.

[0132] The means for adjusting the distance between the centers 75 can be arranged proximal to the third attachment means of the plate 71. The means for adjusting the distance between the centers 75 can consist of at least one, for example two, screws for adjusting the distance between the centers.

[0133] Figure 5a and Figure 5b Two examples of the adjustment plate 71 of the alignment system 10, 20 are shown by way of non-limiting example, placed on two tie plate 70 hooks of the lag bolt type or threaded rod type with different center distances, by means of two screws for adjusting the distance between the centers 75. Figure 5a The tie plate 70 hook of Figure 5bthe track sleepers 70 hooks are closer to the tracks 100, 200, i.e. have a smaller distance between the centres.

[0134] Control system

[0135] The alignment assembly can comprise a control system designed to control the actuation of the actuation systems 51, 52 of the alignment system as a function of the position measured by the acquisition system 30.

[0136] The control system can comprise a control unit designed to provide commands for actuating the actuation systems 51, 52 of the alignment assembly as a function of the position measured by the acquisition system 30. The control unit comprises a processor designed to calculate the commands for actuating said actuation systems 51, 52, more specifically each cylinder of the alignment assembly, based on the position measured by the acquisition system 30, for the purpose of aligning the tracks 100, 200.

[0137] The control system can comprise a hydraulic unit, an electric motor or a battery designed to move one or more cylinders.

[0138] The control system can be designed to be unloaded on the track together with the rest of the alignment assembly or to be kept in the transport system of the alignment assembly on the track.

[0139] Method for automatic alignment of a track

[0140] A method for the automatic alignment of tracks by means of an assembly for the automatic alignment of tracks of the type described above comprises the following steps:

[0141] - placing the first alignment system 10 on the first track element 70;

[0142] - placing the second alignment system 20 on the second track element 70;

[0143] - acquiring the position of the first track 100 and / or of the second track 200 by means of the system for acquiring the position 30;

[0144] - automatically adjusting the position of the first track 100 and / or of the second position 200 by means of the first actuation system 51, 52 and / or of the second actuation system 51, 52, so as to align the first track 100 and the second track 200.

[0145] The method described allows the automatic alignment of tracks 100, 200 by means of a device with reduced weight and bulk.

[0146] The step of acquiring the position can be preceded by the step of placing the system for acquiring the position 30, in particular each of the scales 31 of the acquisition system 30, on the two tracks 100, 200.

[0147] The alignment of the rails 100, 200 can be followed by a step of welding the rails 100, 200, for example by means of thermit welding.

[0148] Other embodiments can be conceived and a person skilled in the art can easily modify the embodiments or the exemplary embodiments disclosed above or conceive other embodiments, while still remaining within the scope of the present application.

Claims

1. An assembly for the automatic alignment of a track, comprising: - a first alignment system (10) designed to be placed on a first track element (70) at a first track (100); - a second alignment system (20) designed to be placed on a second track element (70) at a second track (200); and - a system for acquiring positions (30) comprising at least one position sensor of the first track (100) and / or of the second track (200), wherein the first alignment system (10) comprises a first actuation system (51, 52) designed to adjust the position of the first track (100) as a function of the position measured by the acquisition system (30), and / or the second alignment system (20) comprises a second actuation system (51, 52) designed to automatically adjust the position of the second track (200) as a function of the position measured by the acquisition system (30).

2. The assembly for automatic alignment of rails according to claim 1, wherein, The system for acquiring positions (30) is designed to measure the relative position of the first track (100) and of the second track (200) with respect to each other.

3. An assembly for the automatic alignment of rails according to claim 1 or claim 2, wherein, Each actuation system (51, 52) comprises at least one pair of actuation cylinders (51, 52) comprising two cylinders, each of the pair of actuation cylinders (51, 52) being designed to extend on a respective side of the track (100, 200) whose position is to be adjusted and to move the track (100, 200) for the purpose of track alignment.

4. The assembly for automatic alignment of rails according to claim 3, wherein, Each actuation system (51, 52) comprises a pair of cylinders (51) for translational actuation designed to move the track (100, 200) in translation along a track transverse direction (Y) and / or along a track height direction (Z).

5. The assembly for automatic alignment of rails according to claim 4, wherein, Each of the two cylinders of the pair of cylinders (51) for translational actuation is designed to be positioned in contact with the track head (100, 200) on a respective side of the track head (100, 200).

6. Assembly for automatic alignment of a rail according to any one of claims 3 to 5, wherein, Each actuation system (51, 52) comprises a pair of cylinders (52) for rotational actuation designed to change the inclination of the track (100, 200) about a track longitudinal direction (X).

7. Assembly for automatic alignment of a rail according to any one of claims 3 to 6, wherein, Each alignment system (10, 20) comprises a single structural element (53) in the form of a rigid frame designed to extend on either side of the track (100, 200) whose position is to be adjusted, wherein each cylinder of the at least one pair of actuation cylinders (51, 52) is mounted on the single structural element (53).

8. Assembly for automatic alignment of a rail according to any one of claims 3 to 6, wherein, Each alignment system (10, 20) comprises two distinct structural elements (54), each designed to extend on a respective side of the track (100, 200) whose position is to be adjusted, wherein each cylinder of the at least one pair of actuation cylinders (51, 52) is mounted on a respective structural element (54).

9. Assembly for automatic alignment of a rail according to any of the preceding claims, wherein, Each alignment system (10, 20) comprises at least one hook (60) designed to be removably attached to at least one corresponding hook of the track element (70).

10. The assembly for automatic alignment of rails according to claim 9, wherein, At least one hook (60) of the alignment system (10, 20) comprises a plate (71) designed to be attached to a corresponding hook of the track element (70), the plate (71) being adjustable according to the type of hook of the track element (70).

11. The assembly for automatic alignment of rails according to claim 10, wherein, The track element (70) is a track sleeper, and wherein the plate (71) comprises: - first means of attachment to a hook of the track sleeper (70) of the stud type or of the screw type, - second means of attachment to a hook of the track sleeper (70) of the clip type, and - third means of attachment to the alignment system (10, 20).

12. A method for the automatic alignment of a track using an assembly for the automatic alignment of a track according to any one of the preceding claims, comprising the steps of: - placing the first alignment system (10) on the first track element (70); - placing the second alignment system (20) on the second track element (70); - acquiring the position of the first track (100) and / or of the second track (200) by means of a system for acquiring the position (30); - automatically adjusting the position of the first track (100) and / or of the second track (200) by means of the first actuation system (51, 52) and / or of the second actuation system (51, 52) in order to align the first track (100) and the second track (200).

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