ES2198911T3 - ACTUATOR OF CHANGE OF A VIA FERREA. - Google Patents

Abstract

An actuator for a railway rail switch system comprising stock rails (10, 12, fig. 1) and switch rails (16, 18) includes an actuator carriage moveable on a base 20. The carriage is mounted to the switch rails (16, 18) via brackets 72 and is driven relative to the base 20 such that the carriage first moves relative to the brackets to locate a stock rail, and when the stock rail is engaged the brackets move relative to the carriage to align the switch rails to the stock rail. As a result secure clamping is achieved between the switch and stock rails and there is automatic compensation for movement or wear in the rails.

Description

Actuator of change of a railway track.

The invention relates to an actuator, in particular to a track change actuator for a track change railroad and a crossing system.

A change of railway track and a provision of crossing of the conventional type are shown in figure 1. A first and second pair of entry lanes 10, 12, respectively, they converge on a single pair of exit lanes 14. The entry and exit counter lanes are interrupted by the track change arrangement that forms a continuation that allows to the train follow the desired path smoothly and safely. How is it well known, the rails are supported on some sleepers.

The change of track provision includes a first and a second lane 16, 18 change. The change lane it comprises an extension of a taper of entrance that tapers towards the respective exit lane, flexible enough to move between track change positions. The rails of change are changeable between a first position of change of track shown in solid lines and a second position of change of track shown in dotted lines. In each position, one of the two change lanes are in an operational position and the other is in a non-operative position

In the first position of change of track, the first change lane 16 tapers into the rail 10 of entry, guiding a train of entry that, being on a entrance counter lane 10, becomes over the lanes 14 Output smoothly and safely. The second lane of change It is in a non-operative position among the railroads. In the second position of change of track, the second lane 18 of change guide an inbound train that being on the railroads 12 of entry, therefore happens to be on the railroads of exit. It will be recognized that the provision works equally with the output and input addresses reversed, so that a single pair of railroads diverges in two directions.

Several arrangements for changing the route are known. Generally, such arrangements comprise a rod that joins the change lanes and that can move from the side of the lane either manually or automatically between fixed positions of change of via. This gives rise to problems due to the tendency of counter lanes move over time; in particular the width of track may vary with the movement of the fixings or the support, the railroads may tend to separate from each other under a heavy traffic or there may be a change in track width by general wear Although variations in track width they can be no more than 5-6 mm over a track gauge 1.4 m, the space between the operational change lane and the counter rail should not exceed approximately 3.5 mm, since otherwise there is a risk that the wheel flange of the train damage the change lane and even derail. By consequently, even this level of variation can be very important.

A known system implies an arrangement of clamp attachment operated by a hydraulic actuator whereby the respective lane of change and the counter rail is held together in each track change configuration. In this case, however, if there is a movement of the counter rail over time then you need a readjustment of all the provision you consume A long time, it is expensive and uncomfortable.

Another known system involves a system electro-hydraulic needle complex that includes an actuator control mechanism that extends over two sleepers along the railroad track. This system includes complex hydraulic couplings that are vulnerable to wear and to damage, and which is also difficult and expensive to install, of maintain and repair by complex coupling electro-hydraulic and general configuration.

All known systems suffer from others various problems One such problem is the "step without stop ", in which the track change arrangement is set to an arrival train that arrives along a first pair of lanes but a train is allowed to pass over the other pair of lanes of entry. If the operational change lane is not set to counter rail can then be pushed out of position requiring a manual reset and possible damage. Yes, how can required under the operating regulations, the change lane and the counter rail are fixed together then more damage can occur  substantial.

An additional problem found in the known systems is that only one control is available approximate, and it is not possible to control the operation of the available continuously. A particular problem is that it exists a small or no chance of predicting failures, which can at less lead to delays in repair / replacement when It produces a failure.

In addition, known provisions suffer problems in the transmission of movement from an actuator to shift rails, including rod flexion or torsion drive.

WO 94/27852 refers to an actuator for railroad change systems, which includes an actuator and a drive element of the change lane.

According to the invention, an actuator is provided for a rail track change system as per defined in claim 1. As a result, changes in the Track widths of the railroads are provided as established the position of the change lane with respect to the counter rail in instead of any other reference point. In addition, the actuator is equipped with some protection from the effects of shocks and vibration of axle loads.

The transmission may comprise an engine of brushless direct current that provides immunity against electrical leakage currents and prevents wear problems of The brush and pollution. The drive element of the change lane comprises a linear transmission element, by example a guide screw. A brake device can be associated with the drive element of the change lane to fix the change lane against movement. The device brake can be elastically deflected to a braking position and It can be released manually or automatically.

An overload device can be placed to decouple the drive element from the change lane in the case of overload applied to it. As a result, a Pass-through will not cause significant damage.

The drive element of the shift rail can comprise a transmission car to transmit the movement to the change lane, while the carriage is mounted transmission over at least one guide element. Therefore it prevents the carriage from flexing or twisting.

Means for actuation can be provided manually the drive element of the change lane. In the case of an interruption of the electric current, a failure or step Without stop, the actuator can then be adjusted manually.

Position detectors can be provided change lane to detect the position of the change lane with with respect to the coupling element of the counter rail; they can make predictions of long-term failures based on the analysis of the results detected.

Preferably, an electronic control device performs one or more of the functions: power management, retransmission of the input signal, fault detection, operation or operation control, retransmission of the output signal, storage of operational data or of operation. The forecast of the device currently in the actuator, allows the control of operation and failures in situ . The electronic control device is in communication with detectors associated with at least one of the actuator, the drive element of the shift rail, a brake and an overload device.

The actuator may further comprise a accommodation arranged to act as a rail sleeper. How result the actuator components are protected from external influences such as axial load, the work of maintenance and actual installation of the device. Also I know minimize the requirements for external components that are They move between the rails and are vulnerable to damage. The components  several described here are highly modular and allow easy maintenance, repair and replacement when accessing accommodation.

The invention also provides a method for divert a rail change system from a railroad that it includes counter lanes and change lanes, comprising the method the steps of moving a coupling element of the counter lanes to engage with a counter lane, and then move a change lane to fix the rail between the rail change and coupling element of the rail. The position of the change lane with respect to the counter rail can Detected during the change of track.

An embodiment of the invention will be described in by way of example, referring to the drawings, in which:

Figure 2a shows an embodiment of the invention in mounted form but with the cover removed;

Figure 2b shows a detail of the embodiment of figure 2a, with an electronic control unit placed;

Figure 3a is a block diagram that shows the main components of the invention and their interrelationships;

Figure 3b is a block diagram that shows the interconnection of the invention with the outside.

Figure 4a shows the movable chassis and the Related components of the invention.

Figure 4b shows the drive carriage central operated by the movable chassis;

Figure 5 shows the reference plates of the counter rail mounted to support the rods coupled to the movable chassis;

Figure 6 shows the detection system of the change lane position;

Figure 7 is a sectional view of the device passing without stopping or overloading;

Figure 8 is a sectional view of the system of double brake; Y

Figure 9 is a flow chart showing the operation of the road change provision.

The change of track arrangement will be described firstly in terms of its main components with reference to figures 2a, 2b, 3a and 3b. The components are They will discuss in more detail below.

The change of route provision is housed in a steel housing or other suitable material that includes a base 20 with U-shaped section and a top correspondent. As discussed in more detail below, the housing is configured to replace a low sleeper the rails and therefore has sufficient strength to withstand the corresponding loads, for example in the domain of The 40 tons. The change of route arrangement generally comprises an actuator arranged to move the pair of rails of change between track change positions directed by signals from a remote control point via control lines of known type. The arrangement includes a junction box 22 to receive control and energy signals from a rack of outdoor device of known type. The track change provision and in particular the connection box 22, are configured properly to work with any change settings of railroad and crossing. In addition, the arrangement sends signals from reaction, failure and operational status to the control point remote through junction box 22. The diagrams of blocks of figures 3a and 3b show the interconnection of the various components described here.

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(ECU - Electronic Control Unit) que recibe e interpreta señales de control desde la caja 22 de conexiones y emite señales de reacción, etc., mediante la caja de conexiones. La ECU 24 controla el acoplamiento y la liberación de un freno 26 del carril de cambio y un motor 28. El motor 28 se acopla mediante una caja 30 de engranajes a un accionador lineal en forma de un tornillo 32 de guía. El freno 26, el motor 28, la caja 30 de engranajes y el tornillo 32 de guía están montados sobre un carro o chasis 31 desplazable, desplazable con respecto a la base 20 del alojamiento. El tornillo 32 de guía se acopla mediante un dispositivo de paso sin parada de sobrecarga a una varilla 36 de accionamiento. La varilla 36 de accionamiento acciona un carro 38 de transmisión o de accionamiento que soporta los carriles de cambio, aquí designados 40, cambiándolos entre los contracarriles 42 respectivos. Las varillas 44 de referencia de contracarriles se proporcionan como referencia para los contracarriles.The control of the arrangement is generally performed by an electronic control unit 24

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(ECU - Electronic Control Unit) that receives and interprets control signals from the connection box 22 and emits reaction signals, etc., via the connection box. The ECU 24 controls the coupling and release of a brake 26 of the shift rail and an engine 28. The motor 28 is coupled by a gearbox 30 to a linear actuator in the form of a guide screw 32. The brake 26, the motor 28, the gearbox 30 and the guide screw 32 are mounted on a carriage or chassis 31 movable, movable with respect to the base 20 of the housing. The guide screw 32 is coupled by a passage device without overload stop to a drive rod 36. The drive rod 36 drives a drive or drive car 38 that supports the change rails, here designated 40, changing them between the respective counter rails 42. Counter rails reference rods 44 are provided as a reference for counter rails.

In addition, the arrangement includes several detectors to detect operational conditions and inform ECU 24. The brakes 26 include detectors 44 to detect whether the brakes They are coupled. Overload device 34 includes detectors 46, which detect if an overload condition has occurred. In addition, rail position detectors 48 are provided of change to detect the position of the change lanes 40 with respect to the railroads 42 at any desired time. All detectors inform ECU 24 via signal lines suitable that are not indicated individually. A detector of Current (not shown) can be incorporated to further improve the operation / operation control.

Referring to figures 2a, 2b, 4a, 4b and 5, the aspect of the actuator of the invention will be described to continuation in more detail. The engine 28 comprises an engine without 3-phase DC brushes of any suitable type, preferably that supplies an output torque of 3 Nm at 4000 rpm This type of engine provides immunity against electrical leakage currents due to the need to provide a predetermined electrical communication signal by means of electronics devices. In addition, the problems of brush wear and contamination. The box 30 of Gears is a 3 stage gear reduction box with one (motor) output ratio of 20: 1. The movement is turns into a linear movement by means of a nut and a screw 32 guide of a known type in the exit stage of the box 30 of gears, whose linear movement is transmitted through the overload device 34 to the drive rod 36. The drive rod 36 attaches to the change rails by means of the drive carriage 38 having a rod 62 of connection of the drive rod. The car 38 has a reciprocating movement by means of a pair of guide rods 64 parallel mounted on guide channels 66. The use of brackets double trajectory and safety pins eliminates any bending or torsion movement and reduces the risk of failure Total trajectory From the top of the car 38 you project arms 68 driving the change rails, each attached to a respective change lane by means of a joint 70 articulated and a square 72. As a result, the movement linear guide screw under the change rails will Transmits effectively to move to the desired height.

The engine 28, the gearbox 30, the guide screw 32, overload device 34 and rod Drive 36 are mounted on a movable chassis 33. As best seen in Figures 4b and 5, the chassis 31 is mounted slidably on base 20 on guide rods parallel (not shown) to have a reciprocating motion in the direction of change of track, that is to say transversal to counter lanes Chassis 31 is provided below and on one side of the railways and also includes a pair of plates 50, 52 of reference of planned lanes on a pair of rods 54 parallels that project from the front end of the chassis in the address of the railroads. The rods 54 extend under the railings and each reference plate 50, 52 place the rods 54 on both sides and project upwards. The reference plates 50, 52 are fixedly placed on the rods to contact an outer face of a respective counter lane. Reference plates are coated with a hard, electrically insulating material to insulate counter lanes, for example Tufnol (a registered trademark).

When motor 28 receives an actuation signal "GO NORMAL" (normal displacement) or "GO REVERSE" (inverted displacement), depending on the direction of movement, the engine is driven. In the case where the rails of exchange are currently changed to the next counter lane 12, the guide screw is driven forward (towards the counter lanes). Due to the elasticity and mass of the rails of change to which the guide roll is attached, and to the comparatively low friction of the chassis guide rods, chassis 31 is pushed back as a whole until the counter rail reference plates 52 contact the counter-rail 10 far.

The additional backward movement of the chassis is avoid so that the change lanes now move towards ahead until the far change lane 18 contacts the counter-rail 10 far. When a condition is detected in the engine of blocking of sufficient duration, for example by detectors suitable for the Hall effect, a signal is sent to ECU 24, the motor It turns off and the lane change is completed. The disposition of movable chassis therefore allows the pair of rails of Shift / counter lanes are automatically set along with accuracy required, regardless of any displacement of the counter lanes and / or component wear. It should be noted that this procedure is simply reversed to change the lanes in the opposite direction.

The position detectors 48 of the rails change preferably comprise differential transformers of linear variation (LDVT - Linear Variable Differential Transformers) whose general construction will be known by a expert person. Figure 6 shows the detector arrangement with more detail Each detector includes a slide rod 73 that it has a remote end that ends in a short 74 splice tube that is projected upwards, fixedly coupled with respect to the change lane for example being housed in a channel 76 with U shape with its face down on the bottom side of the square 72 of the change lane. Rod 73 has a movement reciprocating in a sleeve 78 that is fixed relative to the plate 50, 52 of the counter rail A coil 80 on the sleeve 78 detects the movement of the rod 73 and therefore the movement and the distance of lanes 16, 18 of change with respect to counter lanes 10, 12, the data being transmitted to ECU 24 for purposes discussed below. Because there is no contact physical between rod 73 and sleeve 78, this leads to a Long service life and high reliability.

Overload device 34 is described with reference to figure 7. Guide screw 32 cooperates with the drive nuts 35 as discussed above. The guide screw 32 is hollow as shown, and ends in a 80 housing with box shape that can be integral with or interlocked on guide screw 32. Accommodation 80 with box shape houses overload device 34 and includes a opening 82 at its opposite end to guide screw 32 through from which the drive rod 36 is projected. The rod of drive extends backward through housing 80 box-shaped and extends into guide screw 32 hole. In normal operation, the drive rod 36 is linearly and fixedly engages housing 80 in the form of box by means of a pair of opposite blocks 84 that couple a part reduced from the drive rod 36, so that the drive rod acts as an extension of the screw guide. When a step-through type occurs described above, however, the drive rod 36 and the guide screw 32 are disengaged, allowing the rod drive slides freely into housing 80 with box shape and in the hollow part of the guide screw. How result, the respective change lane deviates without damage outside of the road

The decoupling is achieved as a result of the blocks 84 that include inclined cam surfaces in any end in the alternative directions that cooperate with the cam surfaces inclined over the reduced part of the drive rod 36. Blocks 84, each have one additional inclined surface cooperating with a surface of cam of a diverting element 86 deflected a spring 88 of compression. In normal operation, blocks 84 are displaced in engagement with the reduced part of the rod 36 of drive, fixing the drive rod to the screw as guide. In the case of an overload, for example as a result of  one step through, a force is imparted on the rod 36 of drive for example in the direction shown by arrow A. The resulting force on the cam surfaces of the blocks 84 exceeds the deflection force and drives the blocks out of the small parts of the drive rod 36. Rod 36 drive then slides freely inside the screw 32 guide and housing 80 box-shaped. Should Note that an overload force applied in the direction opposite will be accommodated in the same way.

Each divert element 86 includes an element 90 of detection on its outer surface, which cooperates with a detector 92 on the outside of housing 80 in the form of box. As a result, the movement of the element of detour that means a pass through, and a corresponding signal it is sent to ECU 24 that records the condition and eliminates the additional activity until a reset is performed. The system can then be restored, for example by turning guide screw manual (as discussed in more detail at continued) in the appropriate direction until blocks 84 are reconnect with the reduced part of the rod 36 of drive The deflection force is preset to an appropriate level; Due to its modular nature, the box-shaped housing, in its screwed shape, it can be easily replaced or adjusted If you change the overload specification.

To set the change lanes in position against each counter rail, a double brake device 26 is provided mounted on the motor driven shaft of the box 30 of gears Brake 26 is of a suitable type that will generally be obvious to a qualified person, for example of the type shown in figure 8. The brake includes two sets 100, 102 independent of clutch discs and a drive shaft 104. In each case, the clutch disc assemblies deviate in coupling by means of compression springs 106, 108, of so that the drive shaft is generally held opposite to the movement, fixing the change lanes. To release the brake 26, electromagnets 110, 112 that act against compression springs 106, 108 to decouple the assemblies 100, 102 of the clutch discs and release the rails of change. In addition, clutch disc assemblies can undock manually using suitable handles (no shown) that can be operated to force the disks of clutch to distance each other from the spring diversion.

Brake 26 also includes detectors 114, 116 of proximity to detect if the brakes are engaged or not and send a corresponding signal to ECU 24. Each brake is capable of providing sufficient torque to stop the engine with the In order to avoid unwanted movements.

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3) una placa del detector y 4) una placa de interconexión de potencia y respuesta. La caja del ECU separa físicamente los PCB 1) y 2) de 3) y 4) con una construcción de "dos plantas". Las placas de interconexión se utilizan para energía y comunicación exterior, permitiendo la separación en circuitos "limpios" y "ruidosos" sobre la misma planta. Las componentes del ECU son preferiblemente programables electrónicamente, permitiendo la adaptación según las necesidades y la variación en línea de los parámetros operacionales. Además, las características operacionales pueden añadirse, borrarse o adaptarse según las necesidades si es apropiado. El ECU incluye preferiblemente componentes de replicación dobles o incluso triples para proteger contra fallos.The ECU 24 comprises a sealed aluminum box, which houses a sufficient set of circuits to transmit energy and control signals to the various components, control the output of the various detectors, store the output data for subsequent discharge, alter conditions operational if fault conditions are detected and transmit operational data to a remote control point as appropriate. The specific circuitry needed to do this will be obvious to a qualified person, but the basic requirements are the following PCBs (Printed Circuit Board): 1) a power and demand interconnect board, 2) a board motor / brake control,

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3) a detector plate and 4) a power and response interconnection plate. The ECU box physically separates PCBs 1) and 2) from 3) and 4) with a "two-story" construction. The interconnection plates are used for energy and external communication, allowing separation in "clean" and "noisy" circuits on the same floor. The components of the ECU are preferably electronically programmable, allowing the adaptation according to the needs and the online variation of the operational parameters. In addition, operational features can be added, deleted or adapted as needed if appropriate. The ECU preferably includes double or even triple replication components to protect against failures.

The specific functions performed by the ECU include the control of the brake status and faults, the control of the engine stop, lane position control change, step control without stop, by registering or Receiving signals from the respective detectors described previously and cross validation and verification of data the detectors and the position of the change / counter rail lane. As a result, fault or fault conditions are detected immediately and the operation of the provision as a whole can stop or vary in response to the condition detected.

In particular, by controlling and data storage related to lane spacing change-counter rail on repeated changes, a potential failure can be predicted from models of known behavior, allowing you to take an action priority and minimize downtime. This can externally controlled both by receiving position data Real-time ECU 24 or downloading data stored in a buffer in the ECU at regular intervals.

A remote control can also be provided to interconnect with the ECU in situ . The remote control comprises a portable or other appropriate data processor compatible with the ECU and preferably connected to the ECU. The remote control can be used to load data or operational parameters to the ECU. It can also be used to download, process and / or display data stored or registered in the ECU. For example, background data on the position of the change lane stored in memory in the ECU can be examined to determine if a fault condition is imminent. Alternatively, where a fault condition has been indicated to a control point, the remote control can be used for troubleshooting on-site .

The arrangement is also configured for a manual operation, for example in the case of interruption of the electric current or reset after a step-through. The gearbox 30 includes a drive shaft for manual rotation by means of a handle crank instead of motor drive. As discussed previously the double brake 26 can also be disengaged manually, allowing manual rail release change.

The whole as a whole is preferably able to operate submerged in water. The base 20 is closed by covers (not shown) that are bolted where necessary but articulated or that can be removed for inspection / access when necessary. To allow manual operation, the operator access a control switch 21 (figure 2a) to disconnect electric power, release the brakes and turn the axle of drive as discussed above; this area of the provision is protected by an articulated lid to prevent the Unauthorized access. Independent heating elements Electric (not shown) are included to maintain a temperature adequate, for example above freezing. These can stay on the same subsystem that normally regulates the change rail heating. The various components are protect against shaking and if appropriate against axial loads transmitted through the accommodation and so on. By For example, the ECU is isolated by shock absorber mounts. The configuration is generally arranged to separate and undock Shock sensitive elements and shock transmitters by means of shock absorbers and / or the placement of the elements inside of accommodation.

The operation of the shift rail actuator is will now describe referring to the flow chart of the Figure 9. First, in block 120 the ECU receives a signal GO NORMAL (normal displacement) or GO REVERSE (displacement invested). In step 122, ECU 24 registers detectors 114, 116 of the brakes to determine if brake 26 is fixed correctly. If not, then a fault is registered and the operation stops (block 124) with corrective action pending. In case otherwise, ECU 24 registers the other detectors (block 126) to determine the situation of the actuator; if problems are detected, Then the operation stops. For example, the Current position of the change lanes. If they are not detected problems, then the brakes are released in step 128 and the engine it is actuated in step 130. When an arrest of the engine (block 132) which means the change lane fixing and the respective counter rail, the engine stops at step 134, the change lane position is detected and stored in the step 136 and a "changed" signal is successfully issued by the ECU 24 to the external controller. During the movement of the change lanes, the instantaneous position of the change lanes

It should be noted that the specific configuration described above can be altered to incorporate components equivalents as it will be obvious to an expert person. By For example, the brakes, the motor and the gearbox can be of any appropriate type as long as they meet the requirements operational In addition, the relationship between the various components is determined to some extent by the specific configuration of the base; alternative configurations can be adopted that can demand different transmission systems without departing from invention concept. In addition, more than one can be used actuator, each operating on a different region of the change lanes As a result, change lane control is improved by adapting the operation of each actuator according to the needs. In addition, the operation / operation data from each actuator can be combined to further improve the control and prediction of failures.

Claims (14)

1. Actuator for a change of track system a railroad track that includes railroads (10, 12, 14) and rails of change (16, 18), the actuator comprising a carriage (31) of drive that has, mounted therein, an actuator (28), a drive element (38) of the shift rail and an element (50, 52) of coupling of the counter rail, the carriage (31) being of drive and counter rail coupling element fixed each other and the drive carriage (31) and the element (38) being of actuating the shifting lane moving with each other by the actuator (28), the actuator (28) being arranged to drive the drive carriage (31) with respect to the element (38) of shift rail drive until the counter rail couple the coupling element (50, 52) of the coupling rail the counter rail (10, 12, 14) and then move the element (38) of change lane drive with respect to carriage (31) of drive to fix the counter rail (10, 12, 14) between the coupling element (50, 52) of the counter rail and rail (16, 18) Exchange. 2. Actuator according to claim 1, wherein the actuator (28) comprises a DC brushless motor in the that the drive rail drive element (38) it comprises a linear transmission element, for example a screw guide (32). 3. Actuator according to claim 1 or 2 which further comprises a brake device (26) associated with the drive element (38) of the change lane to fix the lane (16, 18) of change against movement, and preferably in which the brake device (26) elastically deflects to a braking position and is released manually or automatically. 4. Actuator according to any of the previous claims, comprising a device (34) of overload arranged to decouple element (38) from shift rail drive in the event of an overload applied thereto and / or in which the drive element (38) of the change lane comprises a transmission carriage (38) for transmit the movement to the change lane (16, 18), being mounted the transmission carriage (38) on at least one element (64) as guide. 5. Actuator according to any of the previous claims including means for actuating manually the shift rail drive element (38) and / or comprising detectors (48) of the lane position of change to detect the position of the change lane (16, 18) with with respect to the coupling element (10, 12, 14) of the counter rail. 6. Actuator according to any of the previous claims, including a device (24) of Electronic control to perform one or more of the functions: power management, retransmission of the input signal, fault detection, operation or operation control, retransmission of the output signal, data storage of operation or operation, preferably in which the electronic control device (24) is in communication with the detectors (48, 90, 114, 116) associated with at least one of the actuator (28), the rail drive element (38) of gearbox, a brake (26) and an overload device (34), and / or it also includes a housing (20) arranged to act as rail sleeper. 7. Actuator according to any of the previous claims, wherein the element (38) of Shift rail drive includes a first and second drive parts (32, 36) coupled in series and a overload device (34) comprising a coupling (84) fixing between the first and second parts (32, 36) of drive, which can be released if an overload is applied on the drive element (38) of the change lane. 8. Actuator according to claim 7, wherein the fixing coupling (84) comprises a stop provided on one of the drive parts (32) deflected in coupling with an element of cooperation on the other party (36) of drive, which can be pushed out of coupling against the diversion if an overload is applied to one of the parties to decouple the parts that allow them to move freely with each other, and / or also includes a detector (90, 92) associated with the device (34) Overload to detect an overload and emit a signal indicative and / or in which the drive element (38) of the change lane can be manually reset after the overload to fix the first and second parts again coupled together. 9. Actuator according to claim 4, wherein at least one guide element comprises parallel guide rods, including the first and second transmission car (38) guide channels (66) mounted on the guide rods (64). 10. Actuator according to any previous claims, further comprising a detector (48, 90, 114, 116) to detect a state indicative parameter operational of the actuator and a means (24) for storing the data Detector history for use in prediction based errors to said stored historical data. 11. Actuator according to claim 10, which it also includes a housing (20) for the actuator (28), the drive element (38) of the change lane and the detector (48, 90, 114, 116), in which the storage medium comprises an electronic control unit (24) provided in the housing (20) to control and / or supervise the operation / operation of the actuator, and / or comprises a plurality of detectors. 12. Actuator system for a change system railway track that includes railroads (10, 12, 14) and rails (16, 18) of exchange comprising a plurality of actuators that they have respective detectors (48, 90, 114, 116) according to any of claims 10 or 11, each operating on a region different from the change lanes, also comprising the system  actuator a means to combine the historical data of each detector for use in predicting failures based on those combined data. 13. Method of change of track through a system Rail lane change, which includes railroads (10, 12, 14) and change lanes (16, 18), including the method the steps of moving a coupling element (50, 52) of the counter rail to engage with a counter rail (10, 12, 14), and then move a change lane (16, 18) to fix the rail (10, 12, 14) between the change lane (16, 18) and the element (50, 52) counter rail coupling. 14. Method according to claim 22, wherein the position of the change lane (16, 18) with respect to the Counter rail (10, 12, 14) is detected during the change of track.