Method and work sequence for laying or renewing a railway track on slabs

Abstract

A method for laying or renewing a railway track (202) on slabs (302), the railway track (202) on slabs (302) comprising a track platform (200), supports (300) resting on the track platform (200), and slabs (302) resting on the supports (300), each of the slabs (302) having two opposing longitudinal end portions, at least one of the two longitudinal end portions resting on one or more intermediate supports (300) among the supports (300), on which also rests a longitudinal end portion of an adjacent slab (302) among the slabs (302), characterized in that it comprises a series of successive laying operations, including a common laying operation for laying on a common portion of the track platform (200) a common subassembly comprising a common slab (302) among the slabs (302) and one or more plots (300) are common intermediate plots among the plots (300). (Abstract figure: 1)

Description

Title of the invention: Method and work train for laying or renewing a railway track on slabs TECHNICAL FIELD OF THE INVENTION

[0001] The invention relates to the field of railway work trains, and more specifically to track construction trains on slabs and without ballast. PREVIOUS STATE OF THE ART

[0002] Ballastless railways are revolutionizing the railway sector by eliminating the traditional bed of stones. This innovation optimizes efficiency, reduces maintenance costs, and offers a sustainable solution. To achieve this, the ballast is replaced by a support that can be continuous, made for example of cast-in-place concrete, or composed of a succession of slabs, generally made of concrete, arranged end to end.

[0003] Application WO2020 / 193911 describes a section of ballastless railway track composed of prefabricated concrete track slabs, the longitudinal ends of which each rest on a pad supported by the track bed. A method for the industrialized installation of such a track section has been proposed by Scheuchzer and is documented at rb.gy / zu6hd3. A railway work train enables the dismantling of a ballasted railway track, the excavation of the ballast, the compaction of the track bed, and then the installation of the slab-on-pad system in successive 18-meter cycles. The target cycle rate is two hours. The installation station performs a large number of successive operations, including the placement of several pads on the track bed, and then the placement of several slabs on the pads, so that each pad supports two ends of slabs belonging to two adjacent slabs.The positioning of the supports on the platform intended to hold a slab is particularly critical, to avoid shocks during the laying of the slab, given that the mass of each slab exceeds 7 tonnes and that the laying is carried out by a rolling gantry.

[0004] To improve the pace, one could consider increasing the number of slab-laying workstations along the work train. However, this solution runs up against the difficulty of managing the flow of slabs and blocks on board the work train, from the wagons where they are stored before installation to the installation station. Description of the invention

[0005] The invention aims to remedy the drawbacks of the prior art and to propose a high-efficiency method for mounting and positioning a railway track on slabs and the device for its implementation.

[0006] To this end, according to a first aspect of the invention, a laying method is proposedor the renewal of a railway track on slabs, the railway track on slabs comprising a track platform, supports resting on the track platform and slabs resting on the supports, each of the slabs comprising two opposing longitudinal end portions, at least one of the two longitudinal end portions resting on one or more intermediate supports among the supports, on which also rests a longitudinal end portion of an adjacent slab among the slabs, characterized in that it comprises a series of successive laying operations, comprising a common laying operation to lay on a common portion of the track platform a common sub-assembly comprising a common slab among the slabs and one or more common intermediate supports among the supports, the common intermediate support(s) resting on the common portion of the track platform,One of the two longitudinal end portions of the current slab comes to rest simultaneously on the current intermediate support(s), the other of the two longitudinal end portions of the current slab comes to rest on one or more previous supports among the supports, placed on a previous portion of the track platform in a previous laying operation of the sequence of successive laying operations.

[0007] In the context of this application, the term "concurrent" will be used to describe two actions that take place simultaneously, or whose sequences at least partially overlap in time. By installing a slab and the intermediate support(s) located at one end of that slab simultaneously, the number of separate operations is reduced, thus allowing for a faster pace of construction. The risk of impacts during the installation of the main sub-assembly is also reduced, thereby increasing the installation rate.

[0008] According to one embodiment, the standard installation operation is carried out by a lifting device that supports the standard slab and the pre-positioned intermediate support(s) under one of the two longitudinal end portions of the standard slab, preferably in contact with the standard slab, and that simultaneously lowers the intermediate support(s) and the standard slab. Pre-positioning the support(s) under the end of the standard slab saves time and increases precision during installation, bearing in mind that the standard slab can have a relatively high mass, on the order of 7 tonnes, for example.

[0009] In certain circumstances, the method can be implemented using a construction crane located, for example, at the edge of the track. However, the method is more particularly suited to a situation in which the series of successive installation operations are carried out at a workstation for a railway work train. The sections of the railway work train that travel on a part of the worksite where it is not possible to travel on the rails are equipped with rolling means. alternative, for example on tires, or preferably on tracks. This is particularly the case for the part of the railway work train located above the bare track platform before the laying workstation and for the part, located directly after the laying workstation, which travels on the track equipped with the pads and slabs, but without fixed rails.

[0010] The advance of the railway work train is preferably synchronized with the laying operation. In one embodiment, the process includes, between the previous laying operation and the current laying operation, a phase of movement of the railway work train in one direction of travel, over a distance greater than or equal to the length of the current slab, preferably equal to the distance between a reference point of the previous pad(s) and a reference point of the current pad(s). Preferably, the railway work train performs the current laying operation while stationary. For example, a stopping time of less than 10 minutes per sub-assembly can be provided.

[0011] The described installation method lends itself to a repetition of the installation operation. Thus, the previous installation operation may include the installation of a previous sub-assembly comprising a previous slab among the slabs and the previous pedestal(s) among the pedestals, the previous pedestal(s) resting on a previous portion of the track platform, one of the two longitudinal end portions of the previous slab resting on the previous pedestal(s), the other of the two longitudinal end portions of the previous slab resting on one or more previous pedestals among the pedestals.Naturally, the laying operation that begins the cycle, at one end of the track, corresponds to the laying of one or more end blocks which will only support one end of a slab, or of a specific sub-assembly composed of one or more end blocks, a slab and one or more standard blocks, the architecture of the end blocks being able to differ from the standard blocks, in particular by an asymmetry.

[0012] According to one embodiment, the method comprises a mechanized transport operation of the current sub-assembly from a storage area of ​​the railway work train to the installation workstation, the mechanized transport operation preceding the current installation operation. The storage area is preferably positioned at the rear of the train to allow for its continuous supply from a remote site via the railway slab track.

[0013] In practice, the transport of the current sub-assembly is carried out by one or more mechanized transport devices, for example by one or more lifting gantries, rolling on one or more tracks formed on the railway work train between the storage area and the laying work station and / or by one or more conveyors.

[0014] According to a particularly advantageous embodiment, the conveying operation comprises a first conveying operation and a second conveying operation, the first conveying operation implementing a first mechanized conveying device on a first portion of the railway work train extending in the storage area and between the storage area and an exchange area, the second conveying operation implementing a second mechanized conveying device on a second portion of the railway work train from the exchange area to the laying work station.The buffer zone allows for the coordination of the first transport operation, which can be carried out over long distances and with varying times depending on the distance from the storage area and the positioning of the current sub-assembly within the storage area, with the second transport operation, which may require a lower speed and waiting times depending on the progress of the previous installation operation. Preferably, the second mechanized transport device includes a rolling lifting gantry that constitutes the lifting device. Since the second transport operation is performed by the lifting device that subsequently carries out the installation operation, the exchange zone is advantageously positioned near the installation workstation, for example, on the same railcar of the railway work train or a directly adjacent railcar, in order to avoid lengthening the cycle time.

[0015] According to one embodiment, the process comprises at least two of the following additional operations: • a stabilization operation of the current pad, comprising the application to the current pad or the current slab of a stabilization vibration, the stabilization vibration having an energy greater than 15,000 Joules, the stabilization vibration being preferably applied directly to the current pad(s) or the current slab; • an operation to move at least a portion of a rail from a preparation position along the track at the edge of the track, to a laying position on the slabs, optionally including a heat treatment operation of the portion of rail, bringing the portion of rail to a predetermined neutralization temperature; • an operation of positioning rail fasteners on the slabs and the section of rail in the laying position, followed by an operation of closing the rail fasteners; • a track geometry correction operation, subsequent to the track fastening closing operation.

[0016] Preferably, each of the at least two additional operations is performed on a dedicated workstation from among at least two additional workstations, Distributed along the railway work train in the opposite direction to the train's direction of travel from the track-laying station, and positioned in pairs at a distance greater than a predetermined slab length from the track slabs, the additional operations are carried out simultaneously by multiple workstations, each dedicated to a specific operation. This allows for simultaneous intervention on different sections of the track. With each advance of the train, each workstation arrives at a new section of track where the operations of the preceding workstations, in the direction of train travel, have already been completed.

[0017] In one embodiment, each of the at least two additional workstations is located between the installation workstation and the storage area. During the routing operations, the routing devices allow the sub-assembly(ies) to pass through or avoid the additional workstations, for example, by defining a trajectory for the sub-assembly(ies) passing over one or more of the additional workstations. By positioning the storage area after the installation workstation and the additional workstations in the opposite direction to the direction of travel of the railway work train, the wagons representing the storage area, which have a high mass, are able to travel on the newly completed slab track, or one that is at least in a state of completion that allows such traffic.

[0018] According to one embodiment, the process includes a preliminary step of preparing the track platform, comprising one or more of the following operations: • An operation of deconstructing a railway track on ballast and exposing a base of the railway track on ballast; • A compaction and stabilization operation of the track platform; • An operation involving the application of a coating containing a binder and materials of stone paving on a foundation; • An operation to lay a coating containing unbound stone materials on a base.

[0019] According to another aspect of the invention, it relates to a railway work train for laying or renewing a railway track on slabs, the railway track on slabs comprising a track platform, supports resting on the track platform and slabs resting on the supports, each of the slabs having two opposing longitudinal end portions, at least one of the two longitudinal end portions resting on one or more intermediate supports among the supports, on which also rests a longitudinal end portion of an adjacent slab among the slabs, characterized in that it comprises an operational laying workstation for simultaneously carrying out the laying on a current portion of the The track platform consists of one or more intermediate supports, and a standard slab is laid among the slabs, with one of the two longitudinal end portions of the standard slab resting on the intermediate support(s). The system thus defined is intended, in particular, for carrying out the method of laying or renewing a railway track on slabs according to the first aspect of the invention.

[0020] According to one embodiment, the train includes an operational lifting device for simultaneously raising and lowering the intermediate support(s) and the slab. The lifting device also allows, where applicable, the movement of the sub-assembly in which the slab rests on the intermediate support(s).

[0021] According to one embodiment, the train further comprises a storage area for sub-assemblies, each sub-assembly comprising one of the slabs and one or more supports arranged under an end portion of the slab, preferably in contact with the slab, and one or more mechanized conveying devices for transporting each of the sub-assemblies from the storage area to the installation workstation, for example, by one or more lifting gantries, running on one or more tracks formed on the railway work train from the storage area to the installation workstation and / or by one or more conveyors. The storage area is preferably positioned on one or more wagons equipped with wheels for running on the slab railway track.

[0022] According to one embodiment, the train comprises a first mechanized conveying device on a first section of the railway work train extending within the storage area and between the storage area and an exchange area, and a second mechanized conveying device on a second section of the railway work train between the exchange area and the laying workstation. The exchange area is preferably positioned on one or more wagons of the train equipped with wheels designed to run on the slab railway track.

[0023] According to one embodiment, the second mechanized conveying device comprises a rolling lifting gantry which constitutes the lifting device. The railway work train is preferably equipped with support rails for the rolling lifting gantry to connect the exchange area to the installation workstation.

[0024] According to one embodiment, the train further comprises at least two additional successive workstations, distributed successively along the railway work train in a direction opposite to a direction of travel of the railway work train from the laying station, and located two by two at a distance which is greater than a predetermined slab length from the slabs of the railway track on slab, the at least two additional successive workstations each performing one operation, and preferably only one, from among the following additional successive operations: • a stabilization device for the blocks resting on the track platform, by applying a stabilization vibration, the stabilization vibration having an energy greater than 15,000 Joules; • a device for moving at least a portion of a rail from a preparation position along the track at the edge of the track, to a laying position on the slabs, optionally including a device for heat-treating the portion of rail, to bring the portion of rail to a predetermined neutralization temperature; • a device for positioning rail fasteners on the slabs and the section of rail in the installation position, and where applicable a device for closing the rail fasteners; • a track geometry correction device, subsequent to the track fastening closing operation.

[0025] Preferably, the at least two additional successive workstations are located between the laying workstation and the storage area. This arrangement allows the wagons in the storage area to be positioned at the rear of the train and to run on the track in a finished condition that permits at least low-speed operation with a heavy load. BRIEF DESCRIPTION OF THE FIGURES

[0026] Other features and advantages of the invention will become apparent from the following description, with reference to the attached figures.

[0027] [Fig.1] Fig.1 schematically illustrates a railway track laying or renewal train on slabs.

[0028] [Fig.2] Fig.2 schematically illustrates a first mechanized conveying device.

[0029] [Fig.3] Fig.3 schematically illustrates a second mechanized conveying device.

[0030] For clarity, identical or similar elements are identified by identical reference signs throughout the figures. DETAILED description of implementation methods

[0031] Figure 1 illustrates a railway work train 10 comprising a train head 12, a train body 14 and a train tail 16. The train head 12 is located, according to the direction of travel 100 of the railway work train 10, in front of the train body 14, itself located in front of the train tail 16.

[0032] The train head 12 comprises, in its part directly adjacent to the train body 14, a chassis resting on non-railway rolling means, such as tires or motorized tracks 18, configured to run on a track platform 200 bare, that is to say, not including rails or ballast.

[0033] The train head 12 may include a traction machine and / or one or more track preparation machines 200, running for example on tracks or wheels. In an embodiment where the train head 12 performs track preparation work 200, it may be equipped with one or more separate workstations from the following: workstations configured to dismantle a ballasted railway track, to expose a base of the ballasted railway track, to compact the track platform 200, to stabilize the track platform 200, to lay a surface comprising a binder and crushed stone materials on a base and / or to lay a surface comprising crushed stone materials without a binder on a base.

[0034] The train head 12 can therefore be composed of several vehicles, depending on the nature of the work to be carried out to prepare the track platform 200 to accommodate a new railway track 202 on slabs 302. The work to be carried out may include leveling the track platform 200, laying a bituminous surface, stabilizing or compacting the track platform 200 using vertical vibrators, adding adhesive or binder to increase the stability of the track platform 200, laying geotextile, inserting piles to solidify the foundations, and installing vibration-absorbing pads. This construction stage largely determines the vertical component of the future geometry of the railway track 202.Thus, the preparation of the track 200 platform can be combined with elements for measuring surface altitude or inclination using sensors directly linked to the tools at the workstations, or with positioning devices present on the tools or workstations. The preparation of the track 200 platform can also be combined with indirect measurement using non-contact sensors such as 3D cameras or LiDAR.

[0035] It is understood that the tires or tracks 18 on which the rear part of the train head 18 adjacent to the train body 16 rests must not damage the track platform 200. Therefore, tracks 18 whose links are covered with an elastomeric material, as described in document WO2023 / 218064, are preferred.

[0036] The railway work train 10 is intended for laying on the track platform 200 a ballastless railway track 202 which mainly comprises rails 210, fixed to slabs 302 resting on pads 300, themselves laid on the track platform 200, for example a railway track of the type described in document WO 2020 / 193911.

[0037] The slabs 302 are composed, preferably, of concrete. A slab 302 has, depending on the model chosen, a variable length greater than 3 m and less than 20 m, preferably less than 10 m, and a width that depends on the track gauge of the railway track 202, for example greater than a width of 1 m and less than at 3m.

[0038] The slabs 302 have two opposing longitudinal end portions. A first longitudinal end portion 302A is configured to rest on at least one first pedestal 300A, and a second longitudinal end portion 302B is configured to rest on at least one second pedestal 300B, the first pedestal 300A and the second pedestal 300B being spaced apart. The pedestals 300 are configured to rest on the bare track platform 200, and each support at least one slab 302, the first pedestal 300A being located, in the direction of travel 100, in front of the second pedestal 300B. Remarkably, each 300 block supports one end of a slab, and one end of the immediately adjacent slab, so that each 300 block constitutes a first 300A block for a first slab and a second 300B block for the date which is located immediately in front of the first slab in the direction of travel 100.

[0039] The blocks 300 and the slabs 302 are stored on the railway work train 10, at the tail end of the train 16. The tail end of the train 16 has a storage area 17, which may consist of several wagons. The blocks 300 and the slabs 302 are stored there in the form of assemblies, referred to in the remainder of this description as "bridges" 304. A bridge 304 is a sub-assembly of the new railway track 202, consisting of a slab 302 and a first block 300A, the first block 300A being located under the slab 302, vertically below the first longitudinal end portion 302A. Where applicable, the longitudinal end 302A of the slab 302 in the storage area 17 rests directly on the first block 300A. Alternatively, a wedge, for example made of wood or plastic, can be inserted between the first block 300A and the first longitudinal end portion 302A of the slab 302, to avoid shocks during handling and transport.

[0040] Where appropriate, a first support 300A of a bridge 304 can constitute, in the storage area 17, a second support 300B on which rests the second longitudinal end portion 302B of an adjacent slab 300, and vice versa. The storage area can also advantageously be adapted to provide means for securing the bridges 304, such as ground anchor points, or raised surfaces to support slabs 302, thus supporting one or more supports 300 only on a single longitudinal end portion 302A, 302B.

[0041] Due to the weight of each slab 300, which is on the order of 6 tonnes, it is preferable to store the decks 304 stacked on a maximum of two levels, in order to comply with the maximum axle load of the wagons in the storage area 17.

[0042] The new railway track 202 is installed on the track platform 200 by the train body 14, which comprises at least one vehicle, including one or more separate workstations necessary for installing the elements of the new railway track 202 on track platform 200, namely bridges 304 and rails 210.

[0043] According to the embodiment illustrated in [Fig.1], the railway work train 10 can be subdivided into a first train section 20, an exchange zone 22 and a second train section 24. The second train section 24 and the exchange zone 22 are located at the level of the train body 14, while the first train section 24 preferably extends from the exchange zone 22, located at the level of the train body 14, to a rear end of the tail of the train 16.

[0044] The first train section 20 is configured to transport the bridges 304 from the storage area 17 to the interchange area 22. To carry out this transport of bridges 304, the first train section 20 includes a first mechanized transport device 26, which comprises a first rolling lifting gantry 26' traveling on a track 28 mounted on board the railway work train 10. The on-board track 28 is configured to allow the mobility of the first mechanized transport device 26 from the interchange area 22 to the interior of the storage area 17, preferably to the end of the train tail 16' furthest from the interchange area 22.

[0045] The first rolling gantry 26', schematically illustrated in [Fig. 2], includes a gripping system 30A that allows a bridge 304 to be manipulated, taking into account that the support 300 and the slab 302 are not fixed together. The gripping system 30A of the first rolling gantry 26' is equipped with a motorized arrangement of cables and pulleys, for example, a hoist. The cables and pulleys operate in response to instructions issued by a controller, which dictates the actions to be taken by the various actuators of the motorized arrangement of cables and pulleys. These instructions are determined based on the analyzed data transmitted to the controller by at least one sensor 32A, for example, a position sensor 32A such as a Lidar.The position sensor 32A is positioned on the rolling gantry 26' of the railway work train 10, and allows the position of the bridge 304 to be tracked during the movement of said bridge 304 along at least part of the railway work train 10. In order to increase the accuracy of the tracking of the bridge 304 by the sensor 32A, one or more target markers 34 may be placed on the bridge 304 temporarily.

[0046] The second train section 24 is located between the interchange area 22 and a laying workstation 38, and is configured to transport the bridges 304 from the storage area 17 to the laying workstation 38. To carry out this transport of the bridges 304, the second train section 24 includes a second mechanized transport device 36, which comprises a second rolling lifting gantry 36' traveling on rollers that rest on the rails 28 mounted on the railway work train 10. The rails 28 are configured to allow the The second mechanized conveying device 36 is mobile from the laying workstation 38 to the interchange area 22. Advantageously, the onboard rails 28 can be designed to extend continuously from the laying workstation 38 to the end of the train tail 16' furthest from the interchange area 22, so that either of the two rolling lifting gantries 26', 36' can perform its operation and that of the other rolling lifting gantry 26', 36', in the event of a failure of one of the two rolling lifting gantries 26', 36', for example. The two rolling lifting gantries 26', 36' are therefore preferably identical. An alternative embodiment with a single lifting gantry performing all the conveying and laying operations is conceivable, but with a lower laying rate.

[0047] The second rolling gantry 36', schematically illustrated in [Fig. 3], is similar to the first rolling gantry 26' in that it includes the gripping system 30B, which allows a bridge 304 to be manipulated, taking into account that the base 300 and the slab 302 are not fixed together. The gripping system 30B of the second rolling gantry 36' is equipped with a motorized arrangement of cables and pulleys, for example, a hoist. The cables and pulleys operate in response to instructions issued by a controller, which dictates the actions to be taken by the various actuators of the motorized arrangement of cables and pulleys. As with the first rolling gantry 26', the directives of the controller of the second rolling gantry 36' are determined based on the analyzed data transmitted to the controller by at least one sensor 32B, for example a position sensor 32B such as a Lidar.The position sensor 32B is positioned on the rolling lifting gantry 26' of the railway work train 10, and allows the position of the bridge 304 to be tracked during the gripping and movement of said bridge 304 along at least part of the railway work train 10, using the target 34 present on the bridge 304.

[0048] Preferably, the first rolling gantry 26' and / or the second rolling gantry 36' are configured to be able to traverse an area containing at least two stacked bridges 304 while transporting a bridge 304. To achieve this, the gripping means raise the current bridge 304 to a maximum height so that it can pass over the stacked bridges 304, in the storage area 17 for example, without the bridge 304 coming into contact with the other two bridges 304. This makes it possible, for example, to transport specific bridges to the installation workstation 38 that would not be stored on the same railcars as the so-called normal bridges 304. These specific bridges could be, for example, curved bridges or level crossing bridges.

[0049] The installation workstation 38 includes a lifting device, the lifting device being either fixed or consisting of the second rolling lifting gantry 36'. In this case, the installation workstation 38 is configured to accommodate the second rolling gantry 36'. The installation workstation 38 includes a sensor 32C, ideally a position sensor such as a Lidar or a 3D camera. The sensor 32C is preferably positioned on the chassis of the railway work train 10, at the installation workstation 38, preferably vertically at the lowest possible level for maximum accuracy.

[0050] The installation workstation 38 preferably comprises one or more actuators 40, for example, motorized mechanical jacks or articulated arms, configured to perform direct actions on the bridge 304 in order to modify its transverse and / or longitudinal position when the bridge 304 is lowered by the second rolling lifting gantry 36'. If applicable, guidance of the transverse and / or longitudinal position of the cables is made possible by pulleys 41 or rollers fixed to the frame of the train, which may optionally be movable transversely and / or longitudinally relative to the frame. It is understood that the purely longitudinal position of the bridge 304 can be modified by the positioning of the second rolling lifting gantry 36', in parallel or sequentially with the adjustments of the actuators 40. If applicable, the longitudinal actuators may be omitted and replaced by fine control of the longitudinal positioning of the gantry.

[0051] The installation of the new railway track 202 by the laying workstation 38 requires that at least the second train section 24 travel by means of tracks 18 on the bridges 304 which have just been laid, in order not to damage the concrete coating of the slabs 302. It is advantageous to use a track whose links are covered with an elastomeric material, as described in document WO2023 / 218064, like the tracks 18 which support the head of the train, in order to ensure a good distribution of the load of the second train section 24 as well as to avoid any possible damage to the bridges 304.

[0052] In addition, the train body 14 may include various workstations intended for operations after the laying of the bridges 304, for example a stabilization workstation 44, a heat treatment workstation 46 for the rails 48, a rail handling workstation 48 and / or a geometry correction workstation 50.

[0053] The stabilization workstation 44 is located directly after the laying workstation 38, at the level of the second train section 24 in this embodiment.

[0054] The heat treatment workstation 46 for the rails 48 includes tools using induction or infrared technology, as disclosed in application WO20070168 Al for example, and aims to bring the rails 48 to a controlled laying temperature.

[0055] The rail handling workstation 48 comprises all of the tools necessary to carry out a positioning operation of rails 210 on bridges 304.

[0056] The geometry correction workstation 50 may include a measuring trolley positioned on the track and equipped with at least one sensor, preferably an inclinometer for measuring cant, one or more secondary actuators, and one or more target gauges for measuring the lateral and vertical position, or an optical or mechanical measurement base for the relative geometry of the track. The secondary actuators may be one or more grippers that manipulate the bridge 304 by gripping the rails 210 or the slab 302 directly, or alternatively, pressure cushions (air or oil-filled) manually inserted between the slab 302 and one of the two supports 300, or by means provided for this purpose by the bridge manufacturer 304.

[0057] The stabilization workstation 44, heat treatment workstation 46, rail handling workstation 48, and geometry correction workstation 50 are positioned along the train body 14 in that order, in order to improve the construction efficiency of the new railway track 202. The exchange area 22 is located, in this embodiment, between the rail handling workstation 48 and the geometry correction workstation 50. The exchange area is preferably close to the track laying workstation 38 but can be positioned, as required, at another location along the train body 14, between the track laying workstation 38 and the storage area 17.

[0058] The second rolling lifting gantry 36' is configured to transport the bridges 304 over the workstations located in the second train section 24 between the exchange area 22 and the laying workstation 38, including the stabilization workstation 44, the heat treatment workstation 46 for rails 48, the rail handling workstation 48 and / or the geometry correction workstation 50.

[0059] The installation of bridges 304 takes place in the following manner.

[0060] The first rolling lifting gantry 26' comes to grab, lift and then transport the bridges 304 from the storage area 17 where the bridges 304 are stored to the exchange area 22. When the first rolling lifting gantry 26' reaches the exchange area 22, it places the bridge 304 on an exchange platform 42 located in the exchange area 22.

[0061] The second rolling gantry crane 36' grasps, lifts, and then transports the bridges 304 from the exchange area 22 to the installation workstation 38. When the second rolling gantry crane 36' reaches the installation workstation 38, it begins an installation operation, which consists of simultaneously lowering the base 300 and the slab 302 that make up the bridge 304, in order to to be placed on the track platform 200. The sensor 32C positioned on the chassis of the railway work train 10 at the level of the laying workstation 38 allows the difference between a theoretical position 306 of the bridge 304 and a real position 308 of the bridge 304 to be detected, this difference being able to be caused by a cant of the track platform 200 for example. The theoretical position 306 is the position in which the bridge 304 must be before coming into contact with the track platform 200. The actual position 308 is the position in which the bridge 304 is at any given time during the process of lowering the bridge 304 to the level of the laying workstation 38. The actuator(s) 40 then allow, according to the data transmitted by the sensor 32C, to reduce the difference between the theoretical position 306 of the bridge 304 and the actual position 308 of the bridge 304, in order to perfectly position the bridge 304 on the track platform 200.This installation operation lasts 3 minutes on average, including the lowering of bridge 304 upon the arrival of the second rolling lifting gantry 36' when it reaches the installation workstation 38 until the complete detachment of bridge 304 by the gripping system 30B of the second rolling lifting gantry 36' onto the track platform 200.

[0062] When the bridge 304 is positioned on the track platform 200, the pedestal(s) 300A are placed in direct contact with the material(s) composing the track platform 200 while the slab 302 is placed on the one hand, by means of the first longitudinal end portion 302A, on the pedestal(s) 300A, and on the other hand, by means of the second longitudinal end portion 302B, on the pedestal(s) 300B which are the pedestal(s) 300A of the previous bridge 304.

[0063] Following the installation operation, the second rolling gantry crane 36' moves back to the interchange area 22 to begin a new cycle. Simultaneously with the sequence performed by the second rolling gantry crane 36'—transporting the bridge 304 from the interchange area 22 to the installation workstation 38, then carrying out the installation operation, and then returning empty to the interchange area 22—the first rolling gantry crane 26' returns towards the rear of the train 16, loads a new bridge 304, and transports it to the interchange platform 42 in the interchange area 22. When the actual installation operation is underway, the railway work train 10 is stationary. It may be stationary or moving during the transport operations.At some point during the cycle, between the end of one laying operation and the beginning of the next laying operation, the train moves a distance equal to or substantially equal to the length of slab 302.

[0064] By way of example, the installation operation has an average duration of 3 minutes, to which must be added approximately 1 minute for the travel time of the second rolling lifting gantry 36' from the exchange zone 22 to the installation workstation 38, for a total average duration of 4 minutes per cycle, which allows installation An average of fifteen 304 bridges per hour. The target output for installing the new railway track 202 on the track platform 200, using 304 bridges with slabs approximately 4.2m long, is therefore 66 m / h. Once the installation operation is complete, the railway work train 10 moves in one direction, a distance equal to the length of the 302 slab.

[0065] The installation of the new railway track 202 on the track platform 200 by the railway work train 10 therefore includes a series of successive bridge 304 installation operations by the second rolling lifting gantry 36' at the installation work station 38, each current block 304 resting partly on the track platform 200, by means of the first longitudinal end portion 302A of the current slab 302 resting on the first block 300A, and partly on the second block 300B, which is the first previous block 300A of the previous bridge 304, by means of the second longitudinal end portion 302B of the current slab 302.

[0066] In order to anticipate the movement of bridges 304 that might occur during the operation of the first trains on the new railway track 202, a stabilization operation for the current block 300 is implemented by the stabilization workstation 44. This operation stabilizes the blocks 300 by transmitting stabilizing vibrations to them, the components of which are horizontal and / or vertical, or a combination of both. For example, the vibrations have an energy exceeding 15,000 Joules, corresponding to an average power of 100W while the train is stationary, corresponding to the duration of the slackness.

[0067] The vibrations are transmitted directly to the pads or indirectly via the slabs 302. It is also possible, for example, to advantageously use the central part of each pad 300, being accessible between two slabs 302.

[0068] Optionally, a heat treatment operation is carried out on a section of rail 210 upstream of a section of rail 210 being attached to the fasteners of the bridge deck 304 slabs 302 following the stabilization operation of the support 300. This operation brings the section of rail 210 upstream of the section of rail 210 being attached to a predetermined neutralization temperature. This heat treatment operation can be carried out by the heat treatment workstation 46. If so, the heat treatment workstation 46 covers the length of a bridge 304 and conditions the section of rail 210 upstream of the section of rail 210 being attached during the downtime of the railway work train 10, which is on average approximately 3 minutes.

[0069] Following the stabilization operation of block 300 or the optional heat treatment operation, the railway work train 10 carries out an operation of The handling of the 210 rails involves positioning them, previously laid on either side of the track platform 200, into clips located along the upper surface of the slabs 302, in order to secure them. Securing the 210 rails to the slabs 302 involves closing quick-release fasteners known as "Fastclips," tightening a nut, or screwing on a nut after assembling the necessary components for this fastening, for example. The 210 rail handling operation is carried out by the rail handling workstation 48.

[0070] The rails 210 are pre-positioned on either side of the track platform 200 either by a ballasted track dismantling machine, which can be linked upstream of the railway work train 10, at the level of the head of the train 12, or in preparation of the site by a ballasted track dismantling machine not linked to the railway work train 10. In addition, the rails 210 can also be mounted on rollers in order to be free to expand during the heat treatment.

[0071] Once all the aforementioned steps have been implemented, a track geometry correction operation takes place. This track geometry correction operation is performed by the geometry correction workstation 50 in order to fine-tune the track geometry. By fine-tune, we mean an adjustment on the order of tens of millimeters.

[0072] Using the data collected by the measuring trolley or the measuring base, the secondary actuators are configured to position the new railway track 202 as required. Following this operation, operators insert the necessary fixing wedges between the slab 302 and the supports 300 to secure the bridge in the desired position.

[0073] Storage area 17 is the longest part of the railway work train. Therefore, it is possible to reduce the length of storage area 17 by organizing its replenishment from the rear of the train while work is underway. Empty wagons can thus be detached from this storage area 17 and replaced with loaded wagons on bridges 304. Alternatively, empty wagons can be refilled as needed from a loading train traveling back and forth. These resource replenishment operations can take place when the railway work train is stopped during the installation of one of the bridges 302 on the track platform 200, thus reducing the overall load on the train and consequently the energy required for the train to restart every 3 minutes on average.

[0074] The operations of the various stations of the railway work train 10 are carried out simultaneously and are spaced at intervals corresponding to a multiple of the length of slab 304, here 4.2 m, in order to treat an area the size of slab 302 of bridge 304. In this way, efficiency is improved compared to the prior state of the art.

[0075] Naturally, the examples shown in the figures and discussed above are given by way of illustration only and are not intended to be limiting. It is explicitly intended that the different embodiments illustrated may be combined to propose others.

[0076] According to an unillustrated variant, the first mechanized conveying device 26 may include the rolling lifting gantry 26' and a conveyor, or a crane and a conveyor, or a combination of the three.

[0077] According to another variant not shown, the bridges 304 can be stored in the storage area 17 in a decoupled manner. In other words, the slabs 302 would rest on other slabs 302, and the blocks 300 would rest on other blocks 300, without the slabs 302 and the blocks 300 coming into contact in this storage area 17.

[0078] According to one variant, each longitudinal end of slab 302 is supported by two pads 300 spaced apart in the transverse direction.

[0079] The installation site can begin with the installation of one or more end pads, without a slab, on which the first bridge 304 will rest. Alternatively, the site can begin with the installation of a singular sub-assembly composed of one or more end pads and a bridge 304. The architecture of the end pads may differ from the pads 300, in particular by an asymmetry along an axis perpendicular to the railway track 202.

Claims

Demands

1. A method for laying or renewing a railway track (202) on slabs (302), the railway track (202) on slabs (302) comprising a track platform (200), supports (300) resting on the track platform (200) and slabs (302) resting on the supports (300), each of the slabs (302) having two opposing longitudinal end portions, at least one of the two longitudinal end portions resting on one or more intermediate supports (300) among the supports (300), on which also rests a longitudinal end portion of an adjacent slab (302) among the slabs (302), characterized in that it comprises a series of successive laying operations, comprising a common laying operation for laying on a common portion of the track platform (200) a common subassembly comprising a common slab (302) among the slabs (302) and one or more intermediate plots (300) common among the plots (300),the current intermediate support(s) (300) resting on the current portion of the track platform (200), one of the two longitudinal end portions of the current slab (302) simultaneously resting on the current intermediate support(s) (300), the other of the two longitudinal end portions of the current slab (302) resting on one or more previous supports (300) among the supports (300) placed on a previous portion of the track platform (200) in a previous laying operation of the sequence of successive laying operations.

2. Method according to claim 1, characterized in that the current installation operation is carried out by a lifting device which carries the current slab (302) and the current intermediate pedestal(s) (300) pre-positioned under said one of the two longitudinal end portions of the current slab (302), preferably in contact with the current slab (302), and which simultaneously lowers the current intermediate pedestal(s) (300) and the current slab (302).

3. A method according to any one of the preceding claims, characterized in that the series of successive laying operations is carried out on a laying workstation (38) of a railway work train (10).

4. The method according to claim 3, characterized in that it comprises, between the previous laying operation and the current laying operation, a phase of moving the railway work train (10) in a direction the walking distance of the railway work train (10), of a distance greater than or equal to the length of the current slab (302), preferably equal to the distance between a reference point of the previous plot(s) (300) and a reference point of the current plot(s) (300).

5. Method according to claim 4, characterized in that the railway work train (10) performs the current laying operation while stationary.

6. A method according to any one of claims 3 to 5, characterized in that it comprises a mechanized transport operation of the current subassembly from a storage area (17) of the railway work train (10) to the laying workstation (38), the mechanized transport operation preceding the current laying operation.

7. Method according to claim 6, characterized in that the conveying of the current sub-assembly is carried out by one or more mechanized conveying devices (26), for example by one or more lifting gantries (26'), rolling on one or more tracks formed on the railway work train between the storage area (17) and the laying work station (38) and / or by one or more conveyors.

8. Method according to claim 7, characterized in that the conveying operation comprises a first conveying operation and a second conveying operation, the first conveying operation implementing a first mechanized conveying device (26) on a first portion of the railway work train (20) (10) extending in the storage area (17) and between the storage area (17) and an exchange area (22), the second conveying operation implementing a second mechanized conveying device (36) on a second portion of the railway work train (24) (10) from the exchange area (22) to the laying workstation (38).

9. A method according to claim 8 in combination with claim 2, characterized in that the second mechanized conveying device (36) comprises a rolling lifting gantry (36') which constitutes the lifting device.

10. A method according to any one of the preceding claims, characterized in that it comprises at least two of the following additional operations: an operation to stabilize the current plot (300), comprising the application to the current pad (300) or the current slab (302) of a stabilizing vibration, the stabilizing vibration having an energy greater than 15,000 Joules, the stabilizing vibration being preferably applied directly to the current pad(s) (300) or to the current slab (302); - an operation of moving at least a portion of a rail (210) from a preparation position along the track at the edge of the track, to a laying position on the slabs (302), optionally including a heat treatment operation of the portion of rail (210), bringing the portion of rail (210) to a predetermined neutralization temperature; - an operation of positioning rail clips (210) on the slabs (302) and the portion of rail (210) in the laying position, followed by an operation of closing the rail clips (210);- a track geometry correction operation, subsequent to the track fastening closing operation.

11. A method according to claim 10, in combination with claim 4, characterized in that each of the at least two additional operations is carried out on a dedicated workstation from among at least two additional workstations, distributed along the railway work train (10) in a direction opposite to a direction of travel of the railway work train from the laying station (38), and located two by two at a distance which is greater than a predetermined slab length (302) of the railway track (202) on slab (302).

12. A method according to claim 11 in combination with any one of claims 6 to 9, characterized in that each of the at least two additional workstations is located between the laying workstation (38) and the storage area (17).

13. A method according to any one of the preceding claims, characterized in that it comprises a preliminary step of preparing the track platform (200), comprising one or more of the following operations: - An operation of deconstructing a railway track (202) on ballast and exposing a base of the railway track (202) on ballast; - A track platform compaction and stabilization operation (200); - An operation to lay a coating containing a binder and stone materials on a base; - An operation to lay a coating containing stone materials without a binder on a base.

14. Railway work train (10) for laying or renewing a railway track (202) on slabs (302), the railway track (202) on slabs (302) comprising a track platform (200), pads (300) resting on the track platform (200) and slabs (302) resting on the pads (300), each of the slabs (302) comprising two opposing longitudinal end portions, at least one of the two longitudinal end portions resting on one or more intermediate pads (300) among the pads (300), on which also rests a longitudinal end portion of an adjacent slab (302) among the slabs (302), characterized in that it comprises an operational track-laying workstation (38) for simultaneously laying one or more pads on a current portion of the track platform (200) (300) intermediate and the laying of a common slab (302) among the slabs (302),one of the two longitudinal end portions of the current slab (302) resting on the current intermediate support(s) (300).

15. Railway work train (10) according to claim 14, characterized in that it comprises an operational lifting device for simultaneously raising and lowering the current intermediate pads (300) and the current slab (302).

16. A railway work train (10) according to claim 14 or claim 15, characterized in that it further comprises a storage area (17) for sub-assemblies, each sub-assembly comprising one of the slabs (302) and one or more pads (300) arranged under an end portion of the slab (302), preferably in contact with the slab (302), and one or more mechanized conveying devices (26) for conveying each of the sub-assemblies from the storage area (17) to the laying workstation (38), for example by one or more lifting gantries (26'), running on one or more tracks formed on the railway work train from the storage area. storage (17) up to the installation workstation (38) and / or by one or more conveyors.

17. Railway work train (10) according to claim 16, characterized in that it comprises a first mechanized conveying device (26) on a first portion of the railway work train (20) (10) extending in the storage area (17) and between the storage area (17) and an exchange area (22), and a second mechanized conveying device (36) on a second portion of the railway work train (24) (10) between the exchange area (22) and the laying workstation (38).

18. Railway work train (10) according to claim 17 in combination with claim 15, characterized in that the second mechanized conveying device (36) comprises a rolling lifting gantry (36') which constitutes the lifting device.

19. Railway work train (10) according to any one of claims 17 to 18, characterized in that it further comprises at least two additional successive work stations, distributed successively along the railway work train (10) in a direction opposite to a direction of travel of the railway work train (10) from the laying station (38), and located two by two at a distance which is greater than a predetermined slab length (302) of the slabs (302) of the railway track (202) on slab (302), the at least two additional successive work stations each performing one operation, and preferably only one, among the following additional successive operations: - a device for stabilizing the blocks (300) resting on the track platform (200), by applying a stabilizing vibration, the stabilizing vibration having an energy greater than 15,000 Joules;- a device for moving at least a portion of a rail (210) from a preparation position along the track at the trackside, to a laying position on the slabs (302), optionally including a device for heat-treating the portion of rail (210), to bring the portion of rail (210) to a predetermined neutralization temperature; - a device for positioning rail fasteners (210) on the slabs (302) and the portion of rail (210) in the laying position, and where applicable a device for closing the fasteners; rail (210); - a track geometry correction device, subsequent to the track fastening closing operation.

20. Railway work train (10) according to claim 19, characterized in that the at least two additional successive workstations are located between the laying workstation (38) and the storage area (17).

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