GB2423506A

GB2423506A - Vehicle for transporting rails

Info

Publication number: GB2423506A
Application number: GB0504104A
Authority: GB
Inventors: Stephen K Bond
Original assignee: Balfour Beatty PLC
Current assignee: Balfour Beatty PLC
Priority date: 2005-02-28
Filing date: 2005-02-28
Publication date: 2006-08-30
Also published as: GB0504104D0

Abstract

The vehicle 1 transport a length of railway rail 3 and includes at least two laterally-extending and spaced apart bars 27 and 33. A body portion 5 of the vehicle includes a lifting mechanism 25 between the bars. Laterally-extending electromagnets 17 and 19 are fixedly attached to central regions of decks 13 and 15 and are selectively operable to provide a retaining force to the length of railway rail. Four lifting bars 27, 29, 31, and 33 with upper surfaces that define a common horizontal plane may be attached to the lifting mechanism. False decks 21 and 23 may be fixedly attached to the decks 13 and 15 on either side of the electromagnets. The vehicle is also used in a method of retaining a length of railway rail whilst the vehicle is in transit.

Description

VEHICLE FOR TRANSPORTING RAILS

This invention relates to a vehicle for moving a length of railway rail.

For the construction and maintenance of railway track, lengths of new railway rail must be transported between locations, for example between a rail store and an installation site. In the case of maintenance operations, old lengths of railway rail that have been replaced must also be transported between locations.

Vehicles for transporting lengths of railway rail between locations are well known. One such vehicle is a four wheeled vehicle having a pair of parallel and laterally extending lifting bars, or prongs, spaced approximately 1 metre apart.

The lifting bars are movable relative to the vehicle in a vertical direction and the lateral direction. The lifting bars are used to engage and then lift a length of railway rail off the ground. The wheels of the vehicle are then driven to transport the length of rail to a required location.

The individual lengths of railway rail to be transported may be up to 20 metres in length. When transporting such long lengths of railway rail, it is known to attach a spreader beam to the lifting bars of the vehicle. The spreader beam comprises a horizontal beam running perpendicular to the lifting bars of the vehicle and approximately 9 metres in length. A central portion of the beam attaches to the lifting bars of the vehicle, usually via the central mast of the vehicle to which the lifting bars are mounted. The ends of the beam each have a laterally extending lifting bar. The lifting bars of the vehicle and the lifting bars of the spreader beam together provide a level, substantially horizontal platform on which long lengths of railway rail may be transported with enhanced stability.

Although the use of a spreader beam when transporting long lengths of railway rail goes some way to improving the stability of the lengths while in transit, there remain a number of problems.

Firstly, lengths of rail, no matter how long, are still liable to fall from the lifting bars if the vehicle is travelling over uneven ground. For example, a length of rail may fall from the lifting bars in a lateral direction, the lifting bars only measuring approximately 1.2 metres in the lateral direction.

Secondly, even when using a spreader beam, the weight of the overhanging ends of long lengths of rail causes the lengths of rail to bow significantly. This is the case even when the lengths of rail have been loaded onto the lifting bars in a vertical position, i.e. with their webs defining a vertical plane, as is usual.

The bowing exerts an undesirable handling stress on the lengths of rail, which stress can be increased when the vehicle travels over uneven ground. The handling stress can cause structural damage to the material of the rails.

Thirdly, long lengths of rail that have been loaded onto the lifting bars in the vertical position as described above may fall into a horizontal position, i.e. with their webs defining a substantially horizontal plane, when the vehicle is travelling over uneven ground. In the horizontal position, the lengths of rail are much less able to resist bowing, leading to a substantial increase in the handling stress and potential damage to the material of the rails.

According to the invention, there is provided a vehicle for use in transporting a length of railway rail, the vehicle comprising: at least two laterally extending bars for supporting the length of railway rail, the bars being spaced apart; a lifting mechanism for selectively moving the bars in a vertical direction; and at least one electromagnet disposed between an outermost two of the bars, wherein the at least one electromagnet is selectively operable to provide a retaining force to the length of railway rail.

The retaining force provided by the at least one electromagnet secures lengths rail in place on the bars and prevents them from falling off the bars or falling from the vertical position to the horizontal position. The retaining force also reduces the amount by which long lengths of rail bow, thereby minimising handling stresses and potential damage to the material of the rails.

The retaining force provided by the at least one electromagnet is preferably a downward pulling force applied to a central portion of the length of railway rail.

Such an arrangement minimises bowing of the lengths of railway rail. In embodiments, the retaining force of each of the at least one electromagnets may be at least 2.0 tonnes/cm3, preferably at least 3.0 tonnes/cm3, and most preferably about 3.5 ton nes/cm3.

The lateral direction as defined above is preferably perpendicular to a normal direction of travel of the vehicle. Thus, supported lengths of rail advantageously extend in the direction of travel of the vehicle. In this arrangement, the outermost two of the bars are disposed in front of and behind a body portion of the vehicle respectively.

In embodiments, the outermost two of the bars may have a separation distance of at least 5 metres, preferably at least 8 metres, and most preferably about 9 metres.

Preferably, the at least one electromagnet extends in the lateral direction. With this arrangement, several lengths of rail spread across the bars can be retained simultaneously by the at least one electromagnet.

The at least one electromagnet may be attached to a part of the vehicle, preferably an upper surface of at least one laterally extending deck of the vehicle.

In preferred embodiments, at least one platform is provided adjacent to the at least one electromagnet, upper surfaces of the at least one platform and the at least one electromagnet together defining a substantially flat surface. For example, the platforms may be in the form of a false deck mounted above a deck of the vehicle.

In a particularly preferred embodiment, two electromagnets are attached to upper surfaces of respective laterally extending decks of the vehicle. Four bars are provided: the two electromagnets are disposed between the outermost two of the bars, and an innermost two of the bars are disposed between the two electromagnets.

The vehicle preferably further comprises driving means for providing a driving current to the at least one electromagnet, the driving means preferably comprising a hydraulic motor.

The lifting mechanism of the vehicle may be for selectively moving the bars in the lateral, as well as the vertical, direction.

The invention also provides a method of retaining a length of railway rail on a vehicle while in transit, the method comprising: placing the length of rail on at least two laterally extending bars of the vehicle, the bars being spaced apart for supporting the length of rail and being movable in vertical and lateral directions; moving the bars in a vertical direction until the length of rail is above a level of a selectively operable electromagnet, the electromagnet being attached to a deck of the vehicle; moving the bars in a lateral direction until the length of rail is directly above the electromagnet; lowering the bars in a vertical direction until upper surfaces of the bars and the electromagnet define a substantially common plane; and operating the electromagnet to retain the length of railway rail.

The method preferably corresponds to use of the vehicle described above.

A preferred embodiment of the invention will now be described, by way of example only, with reference to the accompanying drawings, in which: Figure 1 is a side view of a vehicle according to the invention; and Figure 2A, 2B and 20 show selected elements of the vehicle shown in Figure 1 in different positions.

Referring to Figure 1, a vehicle I according to the invention is for use in transporting a length of railway rail 3. The length of railway rail 3 measures 20 metres long. The vehicle 1 comprises a body portion 5 and four wheels 7, only two of which are visible. The normal direction of travel is the longitudinal direction, represented by arrow 9.

The body portion 5 of the vehicle 1 comprises a pair of laterally extending decks 13, 15 approximately 1.0 metres above the level of the ground. Note that, in Figure 1, the lateral direction is normal to the plane of the paper. The laterally extending decks 13, 15 are separated by a longitudinal distance of approximately 1.5 metres and provide horizontal square surfaces having dimensions of approximately 1.5 metres.

Laterally extending electromagnets 17, 19 are fixedly attached to central regions of the decks 13, 15. The electromagnets 17, 19 include their enclosures, which measure approximately 1.0 metres in the lateral direction, 0.3 metres long and 0.1 metres high. A longitudinal distance between centres of the electromagnet enclosures is approximately 3.2 metres. A driving current for the electromagnets is generated using a driving means (not shown).

Electromagnets of this type are readily available and their structure and operation will be known to the skilled person. A detailed more description of the Electromagnets will accordingly be omitted. For example, suitable electromagnets are available from Walker Magnetics UK Ltd. in the United Kingdom.

False decks 21, 23 are also fixedly attached to the decks 13, 15 on either side of the electromagnets 17, 19. The electromagnets 17, 19 and the false decks 21, 23 together provide horizontal upper surfaces approximately 1.1 metres above the ground.

The body portion 5 also comprises a lifting mechanism 25 disposed between the laterally extending decks 13, 15. The lifting mechanism 25 is of the type found on fork-lift vehicles. This type of lifting mechanism is well known in the art and a detailed description will accordingly be omitted.

Attached to the lifting mechanism 25 are four lifting bars 27, 29, 31, 33 spaced in the longitudinal direction. The lifting bars 27, 29, 31, 33 extend parallel in the lateral direction and each have a length of approximately 1.2 metres. The lifting bars 27, 29, 31, 33 have uppers surfaces that define a common horizontal plane.

The outer two lifting bars 27, 33 have a longitudinal separation of approximately 9.0 metres and are attached to the lifting mechanism 25 via a longitudinal, horizontal spreader beam 35. The outer two lifting bars 27, 33 are an equal distance from the lifting mechanism 25, in front of and behind the body 5 of the vehicle 1, respectively.

The inner two lifting bars 29, 31 are provided between the laterally extending decks 13, 15. The inner two lifting bars 29, 31 resemble the fork arrangement of a conventional fork-lift vehicle and have a longitudinal separation of approximately 0.8 metres.

The lifting bars 27, 29, 31, 33 of the vehicle 1 are fixed relative to each other.

However, the lifting bars 27, 29, 31, 33 may be moved together in the lateral and vertical directions using the lifting mechanism 25. The lifting mechanism is operated by an operator sitting in a cab 37 of the vehicle 1. The lifting mechanism 25 is capable of moving the lifting bars 27, 29, 31, 33 in the lateral direction until they are substantially outboard of the laterally extending decks 13, 15, and in the vertical direction until they are above the upper horizontal surface provided by the electromagnets 17, 19 and the false decks 21, 23.

Use of the vehicle shown in Figure 1 will now be described with reference to Figures 2A, 2B and 20. Figure 2A, 2B and 20 each show, in schematic form, the lifting bars 27, 29, 31, 33, the electromagnets 17, 19 and the false decks 21, 23 of the vehicle 1 shown in Figure 1. Figure 2A, 2B and 20 also show the length of rail 3 of Figure 1 and the ground 39. Note that the ends of the length of rail 3 have been omitted in the interests of clarity.

In use, vehicle us parked adjacent to the rail 3 to be transported. Specifically, the vehicle 1 is parked so that the inner lifting bars 29, 31 are adjacent and perpendicular to a central portion of the length of railway rail 3. The vehicle 1 is parked with the lifting bars 27, 29, 31, 33 extended in the lateral direction such that they are substantially outboard of the laterally extending decks 13, 15. The lifting bars 27, 29, 31, 33 are also resting on the ground.

Once the vehicle 1 is in this position, the length of railway rail 3 is lifted onto the lifting bars 27, 29, 31, 33 so that they are supported by the lifting bars 27, 29, 31, 33 (which run perpendicular therewith) in the vertical position, i.e. with their webs defining a vertical plane. This arrangement is shown schematically in Figure2A.

Next, the operator operates the lifting mechanism to move the lifting bars 27, 29, 31, 33 off the ground 39 vertically upwards. The laterally extended position of the lifting bars 27, 29, 31, 33 means that the length of railway rail 3 is laterally outboard with respect to the laterally extending decks 13, 15. The length of railway rail 3 is moved vertically until it is above the level of the electromagnets 17, 19, as shown in Figure 2B. In this condition, although not shown in the Figure, the length of railway rail 3 is bowed due to the weight of its unsupported ends that overhang the outer two lifting bars 27, 33.

At this point, the operator stops moving the lifting bars 27, 29, 31, 33 in the vertical direction and starts moving them in the lateral inbound direction. The lifting bars 27, 29, 31, 33 are moved until the length of railway rail 3 is directly above the electromagnets 17, 19.

The operator then stops moving the lifting bars 27, 29, 31, 33 in the laterally inbound direction and starts moving them in the vertically downwards direction.

This is operation is continued until the upper surfaces of the lifting bars 27, 29, 31, 33 define a common plane with the upper surfaces of the electromagnets 17, 19 and the false decks 21, 23, i.e. they are level. At this point, the movement of the lifting bars 27, 29, 31, 33 is stopped, the resulting position being shown in Figure 2C.

The eiectromagnets 17, 19 are then operated to apply the retaining force to the central portion of the length of railway rail 3. Specifically the electromagnets 17, 19 each provide a downwards pulling force of 3.5 tonnes/cm3. This force is sufficient to pull the central portion of the length of rail 3, which is bowed upwards, down against the electromagnets 17, 19 and the false decks 21, 23.

The retaining force effectively secures the length of railway rail 3 rail in place on the lifting bars 27, 29, 31, 33 and prevents it from falling off the bars or falling from the vertical position to the horizontal position. The retaining force also reduces the amount by which the length of rail 3 bows, thereby minimising the handling stress and potential damage to the material of the rail.

The retaining force of the electromagnets 17, 19 is maintained while the wheels 7of the vehicle 1 are driven to transport the length of rail 3 between locations.

At the destination location, the retaining force of the electromagnets 17, 19 is turned off and the above described process is reversed to remove the length of rail 3 from the vehicle 1 A single example of the invention has been described above. However, various modifications may be made to the described embodiment without departing from the invention. Such modifications will be readily apparent to the skilled person. For example, the vehicle may comprise a different number of electromagnets, or a different number of lifting bars (provided there are at least two). The electromagnets may be fixed or movable with respect to the vehicle, and could even be integrated with lifting bars.

Claims

CLAIMS: 1. A vehicle for use in transporting a length of railway rail, the

vehicle comprising: at least two laterally extending bars for supporting the length of railway rail, the bars being spaced apart; a lifting mechanism for selectively moving the bars in a vertical direction; and at least one electromagnet disposed between an outermost two of the bars, wherein the at least one electromagnet is selectively operable to provide a retaining force to the length of railway rail.
2. The vehicle of claim 1, wherein the retaining force is a downward pulling force to a central portion of the length of railway rail.
3. The vehicle of claim 1 or 2, wherein the retaining force of each of the at least one electromagnets is at least 2.0 tonnes/cm3.
4. The vehicle of any preceding claim, wherein the lateral direction is perpendicular to a normal direction of travel of the vehicle.
5. The vehicle of claim 4, wherein the outermost two of the bars are disposed in front of and behind a body portion of the vehicle respectively.
6. The vehicle of any preceding claim, wherein the outermost two of the bars have a separation distance of at least 5 metres.
7. The vehicle of any preceding claim, wherein the at least one electromagnet extends in the lateral direction.
8. The vehicle of any preceding claim, wherein the at least one electromagnet is attached to an upper surface of at least one laterally extending deck of the vehicle.
9. The vehicle of any preceding claim, wherein at least one platform is provided adjacent to the at least one electromagnet, upper surfaces of the at least one plafform and the at least one electromagnet together defining a substantially fiat surface.
10. The vehicle of any preceding claim, comprising two electromagnets attached to upper surfaces of respective laterally extending decks of the vehicle, and comprising four bars, wherein the two electromagnets are disposed between the outermost two of the bars, and wherein an innermost two of the bars are disposed between the two electromagnets.
11. The vehicle of any preceding claim, further comprising driving means for providing a driving current to the at least one electromagnet.
12. The vehicle of claim 11, wherein the driving means comprises a hydraulic motor.
13. The vehicle of any preceding claim, wherein the lifting mechanism is further for selectively moving the bars in the lateral direction.
14. A method of retaining a length of railway rail on a vehicle while in transit, the method comprising: placing the length of rail on at least two laterally extending bars of the vehicle, the bars being spaced apart for supporting the length of rail and being movable in vertical and lateral directions; moving the bars in a vertical direction until the length of rail is above a level of a selectively operable electromagnet, the electromagnet being attached to a deck of the vehicle; moving the bars in a lateral direction until the length of rail is directly above the electromagnet; lowering the bars in a vertical direction until upper surfaces of the bars and the electromagnet define a substantially common plane; and operating the electromagnet to retain the length of railway rail.
15. A vehicle and method substantially as hereinbefore described and/or as shown in the drawings.