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EP0486456B1 - Wagon pour le transport d'aiguillage ferroviaire - Google Patents

Wagon pour le transport d'aiguillage ferroviaire Download PDF

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Publication number
EP0486456B1
EP0486456B1 EP91890083A EP91890083A EP0486456B1 EP 0486456 B1 EP0486456 B1 EP 0486456B1 EP 91890083 A EP91890083 A EP 91890083A EP 91890083 A EP91890083 A EP 91890083A EP 0486456 B1 EP0486456 B1 EP 0486456B1
Authority
EP
European Patent Office
Prior art keywords
wagon
frame
support
vehicle frame
longitudinal direction
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Lifetime
Application number
EP91890083A
Other languages
German (de)
English (en)
Other versions
EP0486456A1 (fr
Inventor
Josef Ing. Theurer
Manfred Brunninger
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Franz Plasser Bahnbaumaschinen Industrie GmbH
Original Assignee
Franz Plasser Bahnbaumaschinen Industrie GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Franz Plasser Bahnbaumaschinen Industrie GmbH filed Critical Franz Plasser Bahnbaumaschinen Industrie GmbH
Publication of EP0486456A1 publication Critical patent/EP0486456A1/fr
Application granted granted Critical
Publication of EP0486456B1 publication Critical patent/EP0486456B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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Classifications

    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B29/00—Laying, rebuilding, or taking-up tracks; Tools or machines therefor
    • E01B29/02—Transporting, laying, removing, or renewing lengths of assembled track, assembled switches, or assembled crossings

Definitions

  • the invention relates to a transport trolley according to the preamble of claim 1, with rail carriages arranged at the ends and a bar-shaped vehicle frame which is centered with respect to the axes thereof and is connected to a pivoting device designed to fasten a switch, the pivoting device being driven by drives about a pivot axis extending in the longitudinal direction of the vehicle frame a horizontal to an approximately vertical position is pivotable.
  • a pivoting device for attaching a switch and for pivoting it from a horizontal position located outside the clearance profile into a pivoted-up position located within the clearance profile.
  • This consists of several, on both long sides of the vehicle frame articulated, angular support elements, each of which is connected to a drive.
  • the longer-shaped support elements which run transversely to the longitudinal direction of the carriage, each have at their free ends a slide shoe which serves to support a threshold and is displaced relative to the threshold during the pivoting of the switch.
  • the switch is finally fastened by sleeves which are guided around the threshold and which are connected to the sliding block of the support element.
  • Such a known design of a transport trolley requires precise positioning of the switch so that its sleepers are located precisely in the area of the support elements or sliding shoes.
  • the connection of the switch to the pivoting device is relatively cumbersome and time-consuming.
  • a transport trolley is known from FR-A-2 325 765, the vehicle frame being designed as a vertical plate which is height-adjustable by drives relative to the rail carriages arranged at the ends.
  • a separate pivoting device for gripping a switch is mounted and connected to corresponding drives.
  • Another transport trolley is also known from CH-A-658 085, a crawler track with articulated crawler tracks, which is connected to the vehicle frame, being associated with auxiliary track trolleys.
  • the bar-shaped vehicle frame with a trapezoidal cross-section has a bearing surface inclined at an angle of approximately 60 ° to the horizontal for connection to a track yoke, so that it can be transported unhindered on the track to the construction site or in the opposite direction.
  • Two portal frames are provided for removing the track yoke from the transport wagon and subsequent support on the ballast bed, which can be transferred to the construction site using the transport wagon.
  • This known transport trolley has the disadvantage that the inclination of the sloping track yoke from the vehicle frame is only possible with specially designed portal frames, and in addition, with sloping rail track and yoke held by these portal frames, a cumbersome and dangerous removal of the transport carriage is to be carried out.
  • the object of the present invention is now to provide a transport carriage of the type described at the beginning (see FR-A-2314299) which, with a structurally simple design, enables both problem-free transport of the track yoke and problem-free transfer of the same by various track-yoke laying devices .
  • the pivoting device is formed as a support frame or as a loading platform, which is composed of a plurality of interconnected support elements which run in the longitudinal and transverse directions of the carriage and are arranged in a common support element which runs parallel to the longitudinal direction of the frame.
  • the drives spaced apart from one another in the longitudinal direction of the carriage are each articulatedly connected to the lower frame region of the vehicle frame opposite the pivot axis in the transverse direction of the carriage.
  • the trolley itself can be manufactured with only a bar-shaped vehicle frame, a loading platform that can be pivoted by drives, and two rail bogies with little design effort.
  • special constrictions such.
  • the support frame designed according to the invention makes it possible to support the switch to be transported evenly over its entire length, avoiding a sagging section, and to optimally connect it to the transport trolley for secure transport. Due to the multitude of in one level Support elements, the sleepers are largely independent of their position relative to the support frame at various points with the elements mentioned, so that any type of switch can be fixed and transported particularly quickly, without having to first move the switch on the trolley into a specific fixing position is required. Split turnouts can also be easily transported, avoiding sagging sections.
  • the solution according to the invention therefore offers the possibility of arranging switches which are particularly bulky in terms of their outline by correspondingly favorable positioning relative to the support frame in such a way that all switch sections still lie within the clearance profile after pivoting into the raised position.
  • the embodiment according to claim 2 advantageously enables a very simple and rapid displacement of the support hooks into a position located between the sleepers of the switch for a secure connection to the corresponding rail section. Overall, the support hooks can thus be adapted very quickly to the respective position or shape of the switch.
  • the switch to be transported can be connected to the support frame in its two longitudinal end regions for safe transport.
  • the embodiment according to claim 4 enables unrestricted displaceability in the longitudinal direction of the vehicle a very high power transmission for hanging even the heaviest turnouts, with the hook-shaped design automatically preventing the turnout from sliding off.
  • the further embodiment according to claim 5 automatically ensures that the rail foot edge is hooked onto the support hook, so that a stable connection is ensured without time-consuming securing work.
  • the development according to claim 6 enables avoidance of a wide distancing of the articulation point from the vehicle frame, a problem-free deflection with favorable power transmission of the drives to the support frame.
  • a support frame designed according to claim 7 enables optimal use of the overall length of the transport carriage for transporting particularly long switch sections.
  • the drives provided for pivoting can be relieved for a particularly safe turnout transport, and any failures of the hydraulic system do not change the position of the turnout.
  • a motor arrangement according to claim 9 enables the greatest possible utilization of the entire length of the vehicle frame for the turnout transport without impairing the support frame.
  • the special cross-section of the vehicle frame on the one hand enables high bending strength and on the other hand also undisturbed pivoting of the support frame together with the switch connected to it around the articulation point.
  • the development of the trolley according to claim 11 ensures a quick and easy adjustment of the width of the loading platform to the respective shape of the switch to be transported for the best possible support.
  • the transport carriage 1 shown in FIG. 1 has an elongated, bar-shaped vehicle frame 2, which is connected at the end to a rail carriage 3 for moving on a track 4 formed from rails and sleepers.
  • a loading platform 5 formed from a truss-like frame construction is pivotally mounted and connected to a switch track yoke 6, which is shown only in the outline with dash-dotted lines for the sake of clarity.
  • the loading platform 5 is pivotally connected to the vehicle frame 2 about a pivot axis 7 running in the longitudinal direction of the vehicle, which is spaced transversely from a vertical summing plane 8 running in the longitudinal direction of the carriage in the upper corner region of the one trapezoidal shape which tapers upwards Cross-section vehicle frame 2 is arranged.
  • a number of drives 9 arranged one behind the other in the longitudinal direction of the carriage are provided for carrying out the pivoting movement.
  • These hydraulic drives 9, which are designed with a telescopically extendable piston rod, are mounted in the lower corner region of the vehicle frame 2 opposite the pivot axis 7 in the transverse direction of the carriage and are connected by the end on the piston side to the end region of the loading platform 5 opposite the pivot axis 7.
  • the loading platform 5 formed from a frame construction consists of box-shaped cross bars 10 which run transversely to the longitudinal direction of the wagon and are connected to one another by longitudinal bars 11.
  • a support arm 12 which can be displaced in the longitudinal direction thereof and which can be locked in different displacement positions by means of bolts.
  • the lower support arms 12, which are closer to the pivot axis 7 and in the pivoted-up position of the loading platform 5, are connected to one another by an angular bar 13 for supporting the end faces of the sleepers 14.
  • the loading platform 5 Before the take-over of the track yoke 6, the loading platform 5 is in the horizontal position indicated by dash-dotted lines (FIG. 2).
  • the track yoke 6 to be transported is now placed on the loading platform 5 and connected to it by suitable fastening means.
  • the sleepers lie with their end faces closer to the pivot axis 7 on the angular bar 13.
  • the loading platform 5, together with the track yoke 6 is swung up into the transport position shown with solid lines, and is transported in this position to the track construction gap, the track yoke 6 still being located within the control space profile 15 indicated by dash-dotted lines.
  • the loading platform 5 together with the track yoke 6 is pivoted back into the horizontal position, in which the track yoke 6 is finally gripped by a suitable laying device and the conversion gap is deposited.
  • the transport carriage 16 shown in FIGS. 3 and 4 essentially consists of rail carriages 18 which are arranged at the ends and are connected to one another by a beam-shaped vehicle frame 17.
  • a motor 19 is provided for the energy supply for the various drives, and is attached directly to one of the two rail bogies 18 on a long side of the vehicle frame 17.
  • a buffer breast 20 with buffers 21 and - not shown - pulling device is provided at each longitudinal end of the vehicle frame 17.
  • a buffer breast 20 with buffers 21 and - not shown - pulling device is provided at each longitudinal end of the vehicle frame 17, a buffer breast 20 with buffers 21 and - not shown - pulling device is provided.
  • tabs are referred to, which can be connected with blocking rods 41.
  • the transport carriage 16 is pivotably connected to a pivoting device 22 running in its longitudinal direction.
  • This consists of a support frame 24 composed of a plurality of different support elements 23 in the manner of a truss, which is pivotably connected to the latter in the region of articulation points 25 about an axis connected in the longitudinal direction of the vehicle frame 17.
  • the support frame 24 can be pivoted about the axis mentioned with the aid of drives 26.
  • Each drive 26 is pivotally mounted on tabs 27 fastened to a longitudinal side of the vehicle frame 17.
  • the support elements 23 running in the longitudinal direction of the machine each have a T-shaped cross section and are connected to a large number of support hooks 28. These can be moved as desired along the mentioned support elements 23 in the longitudinal direction of the carriage.
  • the support frame 24 is not shown in FIG. 4 because of the better overview.
  • the vehicle frame 17 has a trapezoidal cross section with an upper narrow side 29 and the articulation point and a lower broad side 31 located below the axes 30 of the rail bogies 18. While the tabs 27 for articulating the drives 26 are arranged in the lower end region of a long side 32 of the vehicle frame 17, the articulation points 25 for the pivotable mounting of the support frame 24 are in the transition region between the narrow side 29 and a second long side 33.
  • the support frame 24 is arranged asymmetrically with respect to the longitudinal center line of the vehicle frame 17 in its horizontal position shown with dash-dotted lines, forming a short section 34 and a long section 35. In the area of the two rail bogies 18, the support frame 24 has only one long section 35 (see FIG. 3).
  • the support elements 23 extending in the longitudinal direction of the carriage have a T-shaped cross section and can optionally be connected to support hooks 28. These each have a support surface 47 running perpendicular to a frame plane 36 formed by the support elements 23, which is connected in its end region, which is further distanced from the frame plane 36, to a limiting element 37 running in the plane mentioned.
  • the distance between a delimiting element 37 and a support surface 38 serving as a support for a switch to be transported (shown with a dash-dotted line) is designed in accordance with the distance between the upper edge of a rail foot 39 and the lower threshold 40.
  • blocking rods 41 which are spaced apart from one another at regular intervals, are detachably fastened.
  • a new switch 42 (FIG. 5) is placed on the support frame 24 in a horizontal position by a suitable device.
  • the switch 42 is displaced relative to the support frame 24 with slight spacing until the longest sleepers come to rest on the support frame 24.
  • various support hooks 28 are moved on the slide strips 43 until the hooks come to rest at a suitable point for gripping the rail foot of the switch 42.
  • the switch 42 is then placed on the support frame 24 or the bearing surface 38.
  • the support frame 24, together with the switch 42 is then pivoted upward, which, with increasing inclination, is supported on the support surface 47 of the hooks 28 with the corresponding rail foot sections.
  • the switch 42 After reaching the outermost pivoted position (FIGS. 5 and 6), the switch 42 is in its entire area within the clearance profile.
  • the pivot angle from the horizontal to the almost vertical position is preferably approximately 80 °.
  • the blocking rods 41 are releasably connected to brackets 44, 45 fastened to the vehicle frame 17 or to the support frame 24.
  • the transport carriage 16 is moved together with the raised switch 42 with the aid of a corresponding tractor to the track construction site, where after the blocking rods 41 have been removed, the switch 42 is pivoted into the horizontal position. After removal of the switch 42, for example, an old switch removed from the track gap can be placed on the support frame 24 and transported away in the manner described.
  • FIG. 7 shows the transport of a split switch 42 with an actuator, the support frame being omitted for the sake of clarity.
  • FIG. 8 shows a further transport variant with a particularly long switch 42 which projects with its two longitudinal ends over the buffers of the transport carriage 16.
  • the transport carriage 16 is connected at both ends to a protective carriage 46.

Landscapes

  • Engineering & Computer Science (AREA)
  • Architecture (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
  • Machines For Laying And Maintaining Railways (AREA)
  • Handcart (AREA)
  • Chain Conveyers (AREA)
  • Vehicle Cleaning, Maintenance, Repair, Refitting, And Outriggers (AREA)

Claims (12)

  1. Wagon de transport avec des trains de roulement sur rails (3;18) disposés au côté des extrémités et un châssis de véhicule roulant (2;17) au milieu relativement aux axes de ceux-ci, en forme de poutre et reliés à un dispositif de pivotement réalisé pour la fixation d'un aiguillage, le dispositif de pivotement pouvant être pivoté par des commandes (9; 26) autour d'un axe de pivotement (7) s'étendant dans la direction longitudinale du châssis de véhicule roulant d'une position horizontale en une position à peu près verticale, caractérisé en ce que le dispositif de pivotement est réalisé sous forme de châssis d'appui ou plateforme de chargement (24; 5) reposant sur le châssis de véhicule roulant (2; 17), constitué d'une pluralité d'éléments d'appui (23) reliés les uns aux autres et s'étendant dans les directions longitudinale et transversale du wagon et disposés dans un plan de châssis commun s'étendant parallèlement à la direction longitudinale du wagon, les commandes (9; 26) espacées. les unes des autres dans la direction longitudinale du wagon étant reliées respectivement dans la zone d'angle inférieure, opposée à l'axe de pivotement (7) dans la direction transversale du wagon, du châssis de véhicule roulant (2; 17) de façon articulée à celui-ci.
  2. Wagon selon la revendication 1, caractérisé en ce que le châssis d'appui (24) est relié à des crochets d'appui (28) montés de façon déplaçable dans la direction longitudinale du wagon pour fixer un aiguillage (42) à transporter.
  3. Wagon selon l'une des revendications 1 ou 2, caractérisé en ce que le châssis d'appui (24) présente à chaque extrémité longitudinale un élément d'appui (23) s'étendant dans la direction longitudinale du wagon, sur lequel sont montés de façon déplaçable les crochets d'appui (28).
  4. Wagon selon la revendication 3, caractérisé en ce que les éléments d'appui (23) servant au montage des crochets d'appui (28), en formant une barre coulissante (43) s'étendant parallèlement au plan de châssis, présentent une section transversale en forme de T et les crochets d'appui (28) une surface d'appui (47) s'étendant perpendiculairement au plan de châssis (36) qui, dans sa zone d'extrémité plus éloignée de la barre coulissante (43), est reliée à un élément de délimitation (37) s'étendant dans le plan de châssis.
  5. Wagon selon l'une des revendications 3 ou 4, caractérisé en ce que la distance entre l'élément de délimitation (37) et une surface d'appui (38) servant au support d'un aiguillage au châssis d'appui (24) est réalisée de façon à correspondre à l'écart entre le patin du rail et l'arête inférieure de traverse de l'aiguillage à transporter.
  6. Wagon selon l'une des revendications 1 à 5, caractérisé en ce que le châssis d'appui (24), dans sa position abaissée et horizonale, en formant un tronçon (34,35) plus court et plus long relativement à la direction transversale du wagon est disposé asymétriquement à la ligne médiane longitudinale du châssis de véhicule roulant (17) et est relié à celui-ci par un point d'articulation (25) situé dans le tronçon plus court (34).
  7. Wagon selon l'une des revendications 1 à 6, caractérisé en ce que le châssis d'appui (24) est réalisé pour s'étendre des tampons de choc aux tampons de choc (20) opposés, au voisinage des deux trains de roulement sur rails (18) étant simplement prévu un tronçon long (35) du châssis d'appui (24).
  8. Wagon selon l'une des revendications 1 à 7, caractérisé en ce que des tiges de blocage (41) sont fixées amoviblement entre le châssis d'appui (24) pivoté vers le haut et le châssis de véhicule roulant (17) suivant des espacements réguliers les unes des autres.
  9. Wagon selon l'une des revendications 1 à 8, caractérisé en ce qu'un moteur (19) est relié à l'intérieur des deux et directement à côté d'un des trains de roulement sur rails (18) au côté longitudinal (32) opposé au point d'articulation (25) au châssis de véhicule roulant (17).
  10. Wagon selon l'une des revendications 1 à 9, caractérisé en ce que le châssis de véhicule roulant (17) a une section transversale trapézoïdale avec un côté étroit supérieur (29) et présentant le point d'articulation (25) et un côté large inférieur (31) situé en dessous des essieux (30) des trains de roulement sur rails (18).
  11. Wagon de transport selon la revendication 1, caractérisé en ce que la plateforme de chargement (5) et le châssis d'appui, respectivement, est formé à partir d'une construction de châssis avec des longerons transversaux (10) en forme de caisson s'étendant transversalement à la direction longitudinale du wagon, dans les zones d'extrémité desquels est logé, respectivement, un bras de support (12), déplaçable suivant la direction longitudinale des longerons transversaux (10) et pouvant être arrêté dans différentes positions de déplacement.
  12. Wagon de transport selon la revendication 11, caractérisé en ce que les bras de support inférieurs (12), lorsque la plateforme de chargement (5) se trouve dans la position pivotée vers le haut, sont reliés par une barre de forme angulaire (13) pour le support des faces frontales des traverses.
EP91890083A 1990-11-12 1991-04-22 Wagon pour le transport d'aiguillage ferroviaire Expired - Lifetime EP0486456B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
AT227690 1990-11-12
AT2276/90 1990-11-12

Publications (2)

Publication Number Publication Date
EP0486456A1 EP0486456A1 (fr) 1992-05-20
EP0486456B1 true EP0486456B1 (fr) 1994-04-20

Family

ID=3531353

Family Applications (1)

Application Number Title Priority Date Filing Date
EP91890083A Expired - Lifetime EP0486456B1 (fr) 1990-11-12 1991-04-22 Wagon pour le transport d'aiguillage ferroviaire

Country Status (3)

Country Link
EP (1) EP0486456B1 (fr)
AT (1) ATE104717T1 (fr)
DE (2) DE9116635U1 (fr)

Families Citing this family (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4126497A1 (de) * 1991-08-10 1993-02-11 Basf Ag Verfahren zur gezielten modifikation von festkoerperoberflaechen im nanometerbereich durch lokale delamination sowie verwendung des verfahrens zur speicherung von informationseinheiten
DE9304617U1 (de) * 1993-03-26 1994-04-28 Franz Plasser Bahnbaumaschinen-Industriegesellschaft M.B.H., Wien Weichentransportwagen
SE506829C2 (sv) * 1996-06-11 1998-02-16 Tgoj Ab Järnvägstransportvagn
CH693485A5 (de) * 1999-09-06 2003-08-29 Matisa Materiel Ind Sa Weichentransportwagen.
AT5706U1 (de) 2001-05-07 2002-10-25 Vae Eisenbahnsysteme Gmbh Verfahren zum einbauen von weichen in geleise sowie weiche zur durchführung dieses verfahrens
DE202004012879U1 (de) * 2004-08-16 2005-12-29 Kirow Leipzig Ke Kranbau Eberswalde Ag Querverschiebeeinrichtung für Weichentransportwagen
DE102013104492A1 (de) * 2013-03-28 2014-10-02 Kirow Ardelt Gmbh Ladungsfixierung für Weichentransportwagen
AT517023B1 (de) * 2015-03-17 2017-12-15 Plasser & Theurer Export Von Bahnbaumaschinen Gmbh Weichentransportwagen
AT15568U1 (de) * 2016-08-03 2018-01-15 Plasser & Theurer Export Von Bahnbaumaschinen Gmbh Gleisbauwagen zum Aufnehmen und/oder Verlegen von Gleisjochen
CN108517730B (zh) * 2018-04-25 2023-12-05 安徽兴宇轨道装备有限公司 一种板式道床精调车
CN113684731A (zh) * 2021-08-18 2021-11-23 中国铁建高新装备股份有限公司 铁路道岔铺换作业车

Family Cites Families (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US1994717A (en) * 1930-10-28 1935-03-19 Maschf Augsburg Nuernberg Ag Method and device for transporting and laying railway switches
FR2314299A1 (fr) * 1975-06-13 1977-01-07 Profimex Perfectionnements apportes aux procedes et materiels pour la pose, depose ou substitution d'appareils de voie ferree ou analogues
DE160898T1 (de) * 1984-05-03 1986-02-27 Matisa Materiel Industriel S.A., Crissier, Lausanne Auf- und abladevorrichtung fuer zusammengebaute eisenbahnweichen oder -kreuzungen.

Also Published As

Publication number Publication date
EP0486456A1 (fr) 1992-05-20
DE59101441D1 (de) 1994-05-26
ATE104717T1 (de) 1994-05-15
DE9116635U1 (de) 1993-05-06

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