Improved portable and modular platform for gauge changeover on variable gauge freight rail axles

Abstract

The invention describes a portable track gauge changeover platform (1) for freight railway axles, comprising: main rails (1), unlocking cams (2) and counter-rails (3). The main feature is that the platform (1) is made up of transportable metal beds (5), so that the platform (1) can be moved from one place to another according to operational needs.

Description

[0001] DESCRIPTION

[0002] Portable and modular platform for improved track gauge changing on variable gauge freight railway axles

[0003] OBJECT OF THE INVENTION

[0004] The invention belongs in general to the field of railways, and more particularly to railway gauge changing technology.

[0005] The object of the present invention is a portable and modular platform for installation on a section of railway track to allow the change of gauge of the railway axle of a freight train.

[0006] BACKGROUND OF THE INVENTION

[0007] Different track gauges currently coexist on railway networks. For example, the Spanish railway network includes, among others, the Iberian gauge (1668 mm) and the international gauge (1435 mm). For this reason, systems have been developed to allow a train to change from a section of the railway network with one gauge to a section with a different gauge. These systems primarily consist of two distinct parts: a gauge-changing mechanism implemented on the train's axle; and a gauge-changing platform located on a section of track.

[0008] The gauge-changing mechanism on the train consists of a series of mechanically connected components that allow the wheels to move along the axle in a controlled manner, moving closer together or further apart to adapt to at least two track gauges. Gauge-changing mechanisms also include means for locking the wheels in the desired track gauge.

[0009] The gauge-changing platform arranged on the tracks comprises a series of means designed, firstly, to unlock the ability of the wheels to move along the train axle; secondly, to cause the wheels to move along the axle from the initial track gauge to the target track gauge; and finally, to re-lock the position of the train wheels at that target track gauge. The current state of the art is described in more detail below insofar as it directly affects this application. In particular, a railway axle equipped with a gauge-changing mechanism is defined by reference to Figures 1-3, and a gauge-changing platform is defined by reference to Figures 4-5. Both systems are currently known in the art.

[0010] Railway system for track gauge change (Figs. 1-3)

[0011] This is a railway gauge-changing mechanism with application number P202430056. Figures 1A-1E show the operation of this mechanism when changing from Iberian gauge (1668 mm) to international gauge (1435 mm). Figures 2 and 3 show perspective views of the railway gauge-changing system.

[0012] Figure 1A shows a cross-sectional view of the railway gauge-changing system (100) locked in the Iberian gauge position, illustrating its various components. The wheel (105) is slidingly coupled to the axle. Articulated compasses (101) transmit the wheel's rotation to the axle, ensuring the entire assembly rotates together. In the initial state shown in Figure 1A, the wheel assembly (105) is locked to the Iberian gauge by claws (107) inserted into a cavity (104a) in the Iberian gauge wheel assembly (105). This claw (107) is held firmly in the cavity (104a) by a pusher (103) positioned between the claw (107) and a sleeve (108) to prevent it from dislodging from the cavity (104a).

[0013] Figure 1B shows the first phase of the railway axle gauge change process, in which the pusher (103) has moved to the left, allowing the claw (107) to extend from the cavity (104a). The pusher (103) has been displaced because the plate (102), which is integral with the pusher (103), has been moved a distance (d) to the left by an external force (Fi) that overcomes the resistance exerted by the spring (106). This external force (Fi) on the plate (102) is exerted by the track-changing platform (200) located on the section of track where the gauge change is performed, as described later. Figure 1C shows the next phase of the railway axle change process, in which the wheel assembly (105) has begun to move to the right. This movement is caused by an external force (F2) that propels the wheel to the right.As a consequence of this force (F2), the claw (107) slides out of the cavity (104a) and the wheel assembly (105) begins to slide along the axle. Like the external force (Fi), the external force (F2) is also exerted by the track-changing platform (200) located on the section of track where the gauge change takes place, as will be described later.

[0014] Figure 1D shows the moment when the wheel assembly (105), still being driven to the left by the external force (F2), has reached the position corresponding to the international track gauge after having moved a distance (D). In this position, the claw (107) has reached the position of the cavity (104b) corresponding to the international track gauge and has engaged it. At this moment, the force (F2) that moved the wheel assembly (105) ceases to be applied.

[0015] Figure 1E shows the final state of the gauge conversion process. Throughout the wheel assembly (105) displacement process described in Figures 1B-1D, the force (Fi) driving the plate (102) to the left to unlock the wheel assembly (105) has been maintained. Now, this force (Fi) ceases, and as a result, the spring (106) drives the plate (102) to the right back to its initial position. As the plate (102) moves to the right, so does the pusher (103), which thus returns to a locked position supported between the claw (107) inserted into the cavity (104b) and the sleeve (108). The railway axle (100) of this train is now locked in the standard gauge position.

[0016] Width change platform

[0017] As described above, a gauge-changing platform installed on a section of track is responsible for carrying out the necessary actions to modify the gauge of the railway axle. In the specific case of railway axle (100), these actions consist of applying the forces (Fi, F2) represented in Figs. 1A-1E, which cause, respectively, the unlocking of the wheel movement and the sliding of the wheels along the train axle. The gauge-changing platform (200) shown in Figs. 4a and 4b is currently known. Fig. 4a shows the first half of the platform (200a), while Fig. 4b shows the second half of the platform (200b). The platform shown, whose overall dimensions are approximately 36 meters in length and 2.5 meters in width, allows conversion from standard gauge (1435 mm) to Iberian gauge (1668 mm) and vice versa; that is, it is reversible.To move the wheels of a train from one width to another, this platform (200) has the following main elements: a. Rails (201).

[0018] The rails (201) on which the train wheels travel change from one gauge to another sequentially, first one and then the other. Thus, let us consider the transition from standard gauge to Iberian gauge (vertical movement from top to bottom as shown in the figures, first passing through a first section of platform (200a) in Fig. 4a and then a second section of platform (200b) in Fig. 4b). This direction of travel is indicated by arrows in Figs. 4a and 4b.

[0019] In the first section of the platform (200a) in Fig. 4a, the left-hand rail (201 iac), in the direction of travel, is not parallel to that direction of travel, but is inclined towards the outside of the track. The right-hand rail (201 d), on the other hand, is straight.

[0020] In the second section of the platform (200b) in Fig. 4b, the right-hand rail (201 dac), in the direction of travel, is not parallel to that direction but is inclined towards the outside of the track. The left-hand rail (201 i), on the other hand, is straight.

[0021] Thanks to this configuration, when the train travels in the indicated direction, it enters platform (200) with the standard gauge (1435 mm) and exits with the Iberian gauge (1668 mm). Along the platform, counterrails (202) and unlocking cams (203) will have caused the train's wheels to shift along their axle from one gauge to the other. This shift is carried out sequentially, first one wheel and then the other. b. Counterrails (202) In order for the train's wheels to switch from standard gauge to Iberian gauge following the active rails (201 iac, 201 dac) mentioned above, first the left and then the right, counterrails (202i, 202b) push them. For this purpose, platform (200) has two counterrails on each side of each active rail (201 iac, 201 dac).Only those that act when the train passes in the described direction are described here, which are a left counterrail (202i) located on the inner side of the active rail (201 iac) in the first section of platform (200a) of Fig. 4a, and a right counterrail (202d) also located on the inner side of the active rail (201 dac) in the second section of platform (200b) of Fig. 4b. In this way, the counterrails will carry out the force F2 shown in Figs. 1A-1 E.

[0022] Figure 5 shows a section of the platform (200) where the location of the guard rails (202) can be seen. On the side referred to here as the left side of the track, the guard rail (202i) is located on the inside, so that it will push the train wheels outwards. On the side referred to here as the right side of the track, the guard rail (202d) is also on the inside, so that it will also push the train wheels outwards. The result is that, in the direction of travel described here, the platform (200) moves the train wheels from the narrower standard gauge to the Iberian gauge. c. Unlocking cams (203)

[0023] Before the guard rails (202) described above can push the train wheels from the first gauge to the second gauge, it is necessary to unlock their position on the axle. As has been seen, this requires acting on the plate (102) on the axle, pushing it towards the outside of the track (see Figs. 1-3). For this purpose, the platform (200) has a cam (203) in the form of an elongated plate located next to the inside of each rail (201).

[0024] Specifically, as shown in Fig. 5, in this example there is a cam (203i) located in the first section of the platform (200a) to push the plate (102) corresponding to the left wheel of the train outwards, and a cam (203d) located in the second section of the platform (200b) to push the plate (102) corresponding to the right wheel of the train outwards. The length of the cams (203) will be slightly greater than that of the corresponding guard rail (202), so that unlocking occurs before the wheels reach the guard rail (202) and the return to the locked position takes place after the wheels leave the guard rail (202). In short, the cams (203) exert the force Fi shown in Figs. 1 A-1 E.

[0025] Thanks to this configuration, when the train passes over platform (200) in the aforementioned direction, the platform changes the position of the train's wheels from that corresponding to standard gauge (1435 mm) to that corresponding to Iberian gauge (1668 mm). In the first section (200a) shown in Fig. 4a, the cam (203i) first acts, pushing the plate (102) corresponding to the train's left wheel outwards, thus unlocking the wheel. Next, the left counter-rail (202i) begins to push the wheel, which moves along the left active rail (201 iac), which gradually moves away from the track centerline. This action of the counter-rail (202i) forces the wheel to move outwards along the left active rail (201 iac) until it reaches the position corresponding to Iberian gauge.At that point the counter-rail (202i) ends, and immediately afterwards the cam (203i) ends, causing the disc (102) to return to its initial position and the wheel to lock again. In the second section (200b) of the platform shown in Fig. 4b, the same thing happens with the right wheel of the train, which is first unlocked by the cam (203d), then pushed outside the track along the right rail (201 dac), and finally locked again when the cam (203d) ends.

[0026] Normally, these types of platforms (200) are reversible, meaning the train can pass in either direction. To allow the train's wheels to move in both directions, each active rail is flanked by two guard rails. One guard rail reduces the width when the train travels in one direction, and the other increases the width when the train travels in the opposite direction.

[0027] These types of systems have the disadvantage of being fixed, since, as can be seen in Fig. 5, they are mounted on a concrete slab. Furthermore, their length is excessive for some applications. Additionally, there is friction between the wheels and the guard rail, which should ideally be eliminated or at least reduced.

[0028] DESCRIPTION OF THE INVENTION To solve the above problem, the inventors of this application have developed a new track gauge change platform that presents several improvements over patent ES2842962, among which, as will be described in this document, portability is the most relevant.

[0029] In this document, the term “longitudinal” refers to the direction of travel of the train, which coincides with the main direction of most of the platform's components, such as the rails, unlocking cams, and guard rails. The term “transverse” refers to a direction perpendicular to the longitudinal direction.

[0030] In this document, the terms “interior 1 ' or “inwards”, and “outwards” or “outwards”, refer respectively to a direction towards the central axis of the road and away from the central axis of the road.

[0031] Like platforms of the prior art, the gauge-changing platform for freight rail axles of the present invention essentially comprises three elements: rails, unlocking cams, and guard rails. Each of these elements is briefly defined below. a) Rails

[0032] As described above, these are essentially longitudinal rails whose width varies progressively along the platform between a first track gauge and a second track gauge. b) Unlocking cams

[0033] The unlocking cams consist of essentially longitudinal plates located between the two rails, with their end sections crossed in a transverse direction inward relative to the longitudinal direction. The unlocking cams are configured to force the outward displacement of a plate on a railway axle in order to unlock the movement of the wheels of that axle. c) Counterrails. The counterrails are arranged parallel to both sides of the rails to force the movement of the wheels of a railway axle along its axis so that they follow the path of the rails from the first gauge to the second gauge.

[0034] The elements described so far are known in the art. However, the present invention differs from known systems in that it comprises at least one transportable metal frame on which the rails, release cams, and counter-rails are fixed. Thanks to this configuration, the gauge-changing platform of the present invention can be moved from one place to another as needed; that is, it is a portable structure.

[0035] According to a particularly preferred embodiment of the invention, the platform comprises several transportable metal benches that support adjacent longitudinal sections of the rails, the release cams, and the counter-rails. These benches are configured to couple to each other longitudinally.

[0036] More preferably, each bench comprises a longitudinal beam located under one rail, a pair of parallel longitudinal beams located under the other rail, and a plurality of transverse plates connecting the longitudinal beam to the pair of longitudinal beams.

[0037] According to an even more preferred embodiment, each bench further comprises feet fixed to an underside of the beams, which project vertically downwards relative to the cross plates. Preferably, the feet are fixed to the underside of the beams by threaded bolts to facilitate leveling the platform when it rests on the ground.

[0038] According to yet another preferred embodiment, the platform of the invention has a total length of 24 meters. This represents a significant reduction compared to the conventional length of 36 meters. Since the most preferred configuration of the platform comprises two benches, each bench will have a length of 12 meters, so that it can be transported by conventional means to the installation site.

[0039] In another preferred embodiment, the platform has a simplified cam compared to that used in patent ES2842962. Specifically, any tracked pneumatic system is dispensed with here!

[0040] According to yet another preferred embodiment, a lubrication system for the outer guard rail and the unlocking cam is provided on the platform. Preferably, this lubrication system comprises a grease pump that delivers grease through diffusers distributed in a central portion of the unlocking cam, specifically in the area where the wheel is unlocked and subsequently moved during the wheel width change process. The system is controlled by solenoid valves that are activated when the wagon passes over the platform.

[0041] In another preferred embodiment, the platform of the invention further comprises a set of sensors configured to measure relevant parameters, with the detected values ​​being able to be sent to a cloud server for analysis. These sensors can measure the following parameters:

[0042] - Efforts in each phase of the change for each wheel using load cells in the counter-rails and in the cam.

[0043] - Input speed measured by inductive sensors on the sides of the changer.

[0044] - Weight of each axle before entering the changer, using load cells located in the transition section between the changer and the track on each side.

[0045] - Correct position of push plates to check the wheel locking using position sensors.

[0046] - Correct position of the wheels at the changer output, using position sensors.

[0047] - The axle is identified before entering the changer to ensure that no axle without the required width-changing technology is used and to link all measurements to the corresponding axle and wheel. This is done using RFID technology.

[0048] The present invention is also directed to an installation for changing track gauge on freight railway axles comprising a platform as described in the preceding paragraphs, wherein the installation further comprises a continuous slab provided with two rows of plates configured for the support of the platform's footings.

[0049] Thanks to this configuration, installing the platform of the invention only requires, first, constructing a continuous concrete slab and placing two rows of metal plates on it, separated by a distance equivalent to the spacing between the legs of the workbenches. Next, the workbench is placed on the metal plates, using the bolts connected to the legs of the workbenches to level the assembly. Once the slab is constructed, the process of installing the portable platform of the invention takes only two days.

[0050] BRIEF DESCRIPTION OF THE FIGURES

[0051] Figures 1a-1e show the operation of a railway axle equipped with a gauge-changing system according to the prior art.

[0052] Fig. 2 shows a perspective view of the railway axis according to the previous technique.

[0053] Fig. 3 shows another perspective view of the railway axis according to the previous technique.

[0054] Figures 4a and 4b show two longitudinally adjacent sections of a track gauge change platform system according to the prior art.

[0055] Fig. 5 shows a cross-section of a track gauge changing platform according to the prior art.

[0056] Fig. 6 shows a track gauge changing platform according to the present invention.

[0057] Figures 7a and 7b show respectively a first bench and a second bench of the track gauge changing platform according to the invention.

[0058] Fig. 8 shows a cross-section of a platform bench according to the present invention.

[0059] Fig. 9 shows a detail of a cross-section of a platform bench according to the present invention.

[0060] Fig. 10 shows a perspective view of a slab for the installation of a platform according to the present invention.

[0061] Figure 11 shows a detail of the slab for installing a platform according to the present invention. PREFERRED EMBODIMENT OF THE INVENTION

[0062] An example of a portable platform for track gauge change according to the present invention is described below, with reference to Figures 6-11, which show the different elements that make it up.

[0063] Figure 6 shows a portable platform (1) according to the present invention, which consists of two benches (5) connected to each other along the longitudinal direction of the tracks. Figures 7a and 7b show the first and second benches (5) respectively, and the elements fixed to them can be seen: rails (2), unlocking cams (3), and counter-rails (4).

[0064] Figures 8 and 9 show cross-sections of a track bed (5) according to the present invention, illustrating its internal structure. As can be seen, the track bed (5) comprises a beam (51) located under one of the rails (2) and a pair of beams (52) located under another rail (2). The beams (51, 52) are oriented longitudinally, thus providing firm support for the rails (2) that will bear the weight of the train. A plurality of transverse plates (53) connect the beam (51) to the pair of beams (52). The transverse plates (53) have a similar height to the beams (51, 52) in the area where they are joined, being narrower in the central area, so that the lower faces of the beams (51, 52) bear on the ground.

[0065] To facilitate the leveling of the benches (5), feet (54) are placed under the lower face of the beams (51, 52). These feet (54) are connected to the beams by means of threaded bolts or similar fasteners, so that it is possible to control the height and, to some extent, the inclination of the feet (54).

[0066] Figures 10 and 11 show a slab (10) prepared to receive the bedding (5) described above. It is a continuous slab (10) fitted with two rows of plates (1 1 ). The rows of plates (1 1 ) are separated by a distance corresponding to the spacing between the rails (2) of the track, while the spacing between one plate (1 1 ) and the next corresponds to the distance between consecutive feet (54) of the bedding (5).

[0067] Thus, to implement a track gauge change installation, the slab (10) is first manufactured. Once this is done, the plates (11) are placed in the positions mentioned. Next, the two benches (5) that constitute the platform (1) are placed and connected to each other. The benches (5) are leveled and fixed to the slab (10).

Claims

CLAIMS 1. A portable and modular platform (1) for improved track gauge changing on variable-gauge freight railway axles, comprising: a) essentially longitudinal rails (2) whose width varies progressively along the platform between a first track gauge and a second track gauge; b) unlocking cams (3) formed by essentially longitudinal plates located between both rails (2) and whose end sections are crossed in an inward transverse direction with respect to the longitudinal direction, wherein the unlocking cams (3) are configured to force the displacement of a plate (102) of a railway axle (100) outwards for the purpose of unlocking the displacement of the wheels (105) of said railway axle (100);(c) counterrails (4) arranged parallel to both sides of the rails (2), wherein the counterrails (4) are configured to force the displacement of the wheels (105) of a railway axle (100) along its axis so that they follow the path of the rails (2) from the first gauge to the second gauge, characterized in that it comprises at least one transportable metal frame (5) on which the rails (2), the unlocking cams (3) and the counterrails (4) are fixed.; 2. Platform (1) according to claim 1, comprising two transportable metal benches (5) that support adjacent longitudinal sections of the rails (2), the unlocking cams (3) and the counter-rails (4), said benches (5) being configured to couple to each other one after the other in a longitudinal direction.

3. Platform (1) according to claim 2, wherein each bench (5) comprises a longitudinal beam (51) located under one rail (2), a pair of parallel longitudinal beams (52) located under the other rail (2), and a plurality of transverse plates (53) connecting the longitudinal beam (51) to the pair of longitudinal beams (52).

4. Platform (1) according to claim 3, wherein each bench (5) further comprises feet (54) fixed to a lower face of the beams (51, 52), which project vertically downwards relative to the transverse plates (53).

5. Platform (1) according to claim 4, wherein the feet (54) are fixed to the underside of the beams (51, 52) using threaded bolts to facilitate leveling of the platform.

6. Platform (1) according to any of the preceding claims, having a total length of 24 meters.

7. Platform (1) according to any of the preceding claims, wherein the unlocking cams (3) lack a pneumatic re-railing system.

8. Platform (1) according to any of the preceding claims, further comprising an outer counterrail lubrication system and unlocking cams (3).

9. Platform (1) according to claim 8, wherein the lubrication system comprises a grease drive pump that pumps grease through diffusers distributed in a central part of the unlocking cam 10. Platform (1) according to any of the preceding claims, further comprising a set of sensors configured to measure relevant parameters, the detected values ​​being able to be sent to a cloud server for analysis. 1 1. Installation for changing track gauge on freight railway axles comprising a platform (1 ) according to any of the preceding claims, characterized in that it further comprises a continuous slab (10) provided with two rows of plates (1 1 ) configured for the support of the feet (54) of the benches (5) of the platform (1 ).

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