ES2350438B1 - ENCARRILADORA MACHINE - Google Patents

Abstract

The object of this invention patent is a machine for placing rail vehicles on the tracks, consisting of two parts or guides, one active and one passive, acting on the wheels of the derailed axle. Both guides (1) have a U-structure with longitudinal parallel arms joined at their end by a transverse clamping strap (10) and a segment (16) to optionally adjust other similar guides. The active guide has a pusher mechanism located at the opposite end, with a movable platform (4) adjusted with bearings (15) and linked with a ratchet (2) that receives the thrust of the movable hydraulic cylinder (9) located at the head of the area in U where a stage (3) is also movable. All the force of the thrust culminates in a longitudinal pusher element (5) located in the central opening of the guide, secured with a nut (17) and with a free rear housing (18) for its recoil.

Description

cited The same limitation is perceived in the patent

Machine on track.

The present invention, as expressed in the statement of this specification, refers to a derailing machine whose function is to place rail vehicles derailed for undetermined causes. This machine embriladora brings substantial improvements in its conformation, design and use that allow you to widely exceed the tools and methods that exist and are currently used to fulfill this function or in the corresponding state of the art.

Due to its design, shape and size, the machine that is claimed is capable of carrying out work on all types of rail vehicles (autonomous machines, freight cars, commuter trains, high-speed trains, subway, wagons, etc.) and can commit. So many derailment have been put on track in the rear front of the convoy or in its central part, which is usually of a more complex access and maneuverability. State of the art

Undoubtedly, rail transport, whether urban or interurban, external or underground, was implemented with a main objective: to rationalize the transport of passengers and commercial cargo. At present, the landscape is tinged with railway lines, with roads that communicate in a fast and safe way almost all the points of the national and international geography. However, rail transport is not without problems and one of the most frequent is the derailment of the rail vehicle for very different reasons. This means that all or part of the vehicle moves out of the corresponding tracks and is disabled and unable to move through your account. There is no other option than to reposition said vehicle on the roads, but especially its enormous weight makes this maneuver complicated and complex, and the intervention of specialized hypersonal cranes is required. This also joins the “time” factor: the cranes are very bulky and must be moved to the place of the derailment that usually interrupts the habitual transit of other vehicles by the road. And there is still another assumption that occurs when derailment occurs in underground (“metropolitan”) trains that are locked in tunnels that are difficult to access.

From all of the above it follows that the derailment of a railway vehicle is an accident with wide economic and logistical repercussions and that in usual practice there is no other means than the cranes already mentioned to recover normalcy.

As for possible antecedents in the field of industrial property, there are several patents that present proposals to develop machines and systems to replace derailed vehicles on the roads, but the majority are apparently bulky and of great technicality as occurs in US5203264, although some patents focus in lifting elements, as is the case with US4556200 patent that develops lifting ogato that acts on the derailed axle in two phases, a first one to raise the axle and a second one, in which thanks to a lateral tilt, it moves and places the wheels on the tracks. It can be considered an effective solution as long as the derailed vehicle is very close to the RU2201366 tracks, which proposes the use of simultaneous lifting dosages.

There are other patents that propose similar solutions to track vehicles that have left the tracks, but the main objective remains to raise the derailed axle and seat the wheels on the tracks. As indicated above, the circumstances of a derailment are very diverse and it is within the likelihood that derailed axle that is an important distance from the pathway that the derailment occurs in a central area of the convoy. In the first case, the most immediate problem is to approximate said derailed axis as much as possible to the rails. In the second case, the difficulty of maneuvering is greater since the access cannot be frontal or posterior.

Apart from the foregoing, there is no known legal or technical background similar to that presented in this patent and that allows an easy and fast derailment of accident vehicles that are off the road, in particular and in particular in the two referenced cases: derailed axes that remain in a point not near the road and roads that occur in parts or intermediate areas of the convoys. Object of the invention

This invention patent develops a machine that is essentially characterized by two aspects that are considered essential: it has limited volume and weight and can be used by only one person. These two characteristics make it a perfectly functional and fast tool, suitable for any emergency situation and capable of acting on any part of the vehicle, including its central part, and intervening in the approach of the derailed axis to the road.

The machine that is claimed is made up of two different parts that act on the first wheel and the secondary wheel of an axle, always transversely with respect to the same axle, so that the force of the thrust is pushed from the side of the vehicle (machine, car, etc.) to get on track.

The machine is composed of two pieces of guides, a first one that has the capacity to push on the first wheel of a folding hydraulic cylinder, and another that acts as a mere receiver and guides the second wheel or secondary wheel.

The first part is essentially active and dynamic. The second part is essentially passive and receiving.

The first part is structured as a U-shaped platform, with parallel arms or guides that are joined by means of a cross-section of support that gives solidity to the whole. At the end of each arm guide, draw a section or coupling that allows the connection or annexation of successive guides to make a longer movement of the track in case it is necessary when the vehicle is very far from the road.

At the head of the U-shaped platform, an adjustable and movable base is located with the consequent bearing or bearings that facilitate its movement and reduce the friction of the pusher element that is accommodated on this platform.

The pusher element located in the movable base is adjusted by means of a hydraulic cylinder that receives the pushing force from a source external to the tracker to perform its task.

The pusher is adjusted and centered by the mechanical movement of a nut that links it to the platform and makes it move on a ratchet toothed saw that facilitates smoothness at the end that allows a small recoil space at the end of the stroke to adjust the movement.

The second part of the tracker is a secondary guide that has the same U-shape, although it does not have the hydraulic cylindrical thrust element since this part is basically passive, it serves as the base of the secondary wheel of the axle and transmits the force of thrust of the primary wheel to the rest From the axis.

As for its operation, in accordance with what has been mentioned above, the on-track machine intervenes when a derailment occurs in which the wheels of the railway vehicle are off the track at an indeterminate distance and therefore the machine's performance focuses on two primary issues: first , approach the vehicle to the track and second, lift and reposition said vehicle on the track, that is, track it. It is, therefore, to lift the wheels of the vehicle and place it on track so that it can move the axle to the track and lower the wheel when it is in the ideal position. The section to travel depends, logically, on the distance that has been left from the vehicle to the road.

The axle lifting of the derailed wheels is carried out with the intervention of a vertical lifting ogato that acts on the same point on the axle. Once the sufficient distance has been raised, an adjustable block is placed under the wheel in a support mode that keeps this wheel separate from the ground and allows the main guide to be placed on the first wheel of the axle. The same procedure is followed with the secondary wheel, placing the passive guide by swirling and adjusting this wheel in a recess or nail arranged on the platform of this part of the guide, so that the wheel settles and prevents its accidental displacement.

With this system it is achieved that the vehicle remains a few centimeters from the earth, which facilitates subsequent maneuvers, minimizing the risk of accidents or involuntary movements.

In the event that it is impossible to place the tracker machine under the axle wheels with this side approach procedure, the machine is equally operative to lift the vehicle from its front part, and the same design and design enable it to act on narrow and difficult access roads such as tunnels, platforms or stations.

Once the axle is placed on the tracker, the second operation to be done to complete the track is the approach of the wheels to the track, for which the driving element of the active guide and which act on the first wheel is used. Since the axle is a set, the force exerted on the first wheel moves to the second wheel and the axle moves in block.

At the moment when the railway vehicle is close to the track, the following problem is to avoid the obstacle that the track lane supposes. For the use of a new hydraulic cylinder lift -which is understood as an independent part of the machine that is presented but that, alternatively, you can support the guide -which It acts on the outermost wheel axle and is finished off with an adjustable platform. While the wheel is raised, wooden chocks are inserted on which the guide sits. The same operation is performed on the secondary wheel, so that the axle is sufficiently high to save the height of the lane.

Once both guides are seated on the respective chocks, continue pushing with the pusher element until each wheel is left on the corresponding track.

The last phase of the process is unloading the vehicle on the track for which the reverse process of the one carried out at the beginning of the operation is carried out. They are involved in new vertical thrust data for lifting the axle and removing the tracker on both wheels of the axle in question. Once the machine has been dismantled, the vertical cats descend and leave the vehicle sitting in the lane.

The process described in the previous paragraphs describes the most common way in which the machine that is claimed is working and assumes that the derailment takes place in an accessible area, preferably in a straight line. However, it is equally possible that the decarrile occurs in a curve of the railroad track, and in this circumstance, the rail vehicle can be displaced in the area of the cant of the track, so that the thrust that is driven with the active guide is counterproductive. In this case, the most logical option is to exert a force to roll back the vehicle to the track.To do this, the thrust or piston element that is associated with a stapler or similar hooking element that links it with the wheel is shown throughout its length. For its part, the movable stage is positioned in the space that has previously been called skillful to ensure the pusher recoil. From this situation, the force of the external hydraulic cylinder together with the firmness of the plate interlocking force forces the pusher to roll back, making the derailed shaft also recede until it approaches the track. Description of the drawings

In order to facilitate the understanding of the innovation claimed here, some sheets are attached with drawings, which should be analyzed and considered only by way of example and without any limiting or restrictive character.

Figure 1.-Plan view of the active guide of the machine.

Figure 2.- Front view of the active guide of the machine.

Figure 3.- Detail side view of the passive or receiving guide.

Figure 4.-Detail side view of the active guide.

Figure 5.-View of the assembly of the machine incarriladora applied in a derailed vehicle.

Figure 6.-View of the whole machine applied in a vehicle and on track and located on the tracks.

Figure 7.-Detail view of the active guide of the machine applied on the first wheel of the main wheel.

Figure 8 .-- Detail view of the passive guide of the machine applied on the second or secondary wheel. Preferred Embodiment of the Invention

In accordance with these drawings, the object of this invention patent is a machine that is shaped and designed to act in cases where railway vehicles leave the tracks for various reasons and that are characterized by being a reasonable volume article and weight that allow it to be handled and operated by a single person in case of necessity, easy to transport, of competitive economic cost and with a structure such that it can, alternatively, be divided into two sections of easy coupling to facilitate its manipulation.

Thus, this machine is based on two parts or similar guides but with some differences. Figure 1 describes the basic or active guide (1), which acts on the first wheel, next to it located from a lateral location. This guide has a U-shaped with two lateral arms joined with a transverse section or clamping strap

(10) reinforcing together. Each of these arms is finished off with a segment (16) whose function is to allow coupling with other guides if the conditions of the derail so require. In the headboard of the U there is a platform (4) that can be moved and adjusted with bearings (15) that facilitate its movement and prevent The friction with the teeth or ratchet (2) of a saw that regulates the advance of the pusher element (5) which is located in the central part of the guide and which receives the force and thrust of a movable hydraulic cylindrical (9) on which an external drive element acts. This hydraulic cylinder (9) pushes a movable transverse plate (3) which in turn drives the pusher element (5) which is finally in contact with the wheel. The pusher is attached with a nut (17) and has a spacious rear housing (18) to allow a slight recoil if necessary or, as already stated, to anchor the movable plate when the derailment occurs in a curve .

In figure 2 a front view of this active guide is shown, the lateral arms of the guide (1), the movable stage (3) acting on the central pusher element (5) associated with the movable platform (4) and the nut ( 17) Adjust said pusher element. This figure also shows the saw ratchet (2) located on one side of the guide and regulates the advance of the pusher element.

This same active guide that acts on the first wheel of the derailed axle from a lateral approach is described in Figure 4, in a lateral perspective that allows to appreciate its different parts. The Guide

(1) proper supports the movable platform (4) and also the movable stage (3) that receives the thrust of the hydraulic cylinder (9) and transmits it to the pusher element (5). This figure clearly shows the positioning and toothed structure of the ratchet or saw (2) that regulates the advance of the thrust element and the bearings (15) that reduce friction resulting in easy displacement of said element. In the final section of the ratchet an empty space or housing (18) is discovered that allows the recoil of the pusher element (5) or the anchoring of the plate (3) if the pusher element must act to roll back. Finally, this figure also shows the coupling point (8) of the movable platform (4) with the vertically movable hydraulic cylinder that will allow the wheel axle to be lifted. On the back of the guide, the cross brace (10) is shown, which reinforces the two arms of the guide and the element (16) that allows the annexation or coupling of other guides to expand its travel capacity. a tie rod (11) is attached to the track.

Figure 3 shows a side view of the second part of the machine, that is, the second guide, which acts as a support for the secondary wheel of the axle. This guide (1) has the same conformation in U but lacks the thrust mechanism since it is eminently passive and receiving the thrust exerted by the active or main guide. It has an element similar to the pusher (5) that is in contact with the wheel with the corresponding bearings (15) and a secondary movable platform (13) that has the particularity of presenting a nail or recess (14) as a groove where the rear wheel is housed to avoid accidental displacements during the railing operation.

Figure 5 shows a view of the machine on track in a first phase of its operation, when the railway vehicle is outside the tracks (21) and at a considerable distance from them. In this figure the derailment arrangement (20) and the main wheels (22) and secondary wheels (23) are clearly perceived and shows how the operation of the machine is carried out from a lateral approach. This figure clearly shows how the main guide is arranged under the main wheel (22) while the secondary guide is placed under the secondary wheel (23), the corresponding movable platform (4) being under both wheels. In the case of the main guide, the vertical hydraulic cylinder (6) in solidarity with an adjustable platform (7) acting on the end of the shaft (20) is also shown, which will allow the assembly to be raised enough to save the height of the lane and place the wheel (22) on the track.

Thus, in this first action the objective of the machine is to be placed under the wheels for which the aid of an external raised element is used to lift the main wheel first and to place a small block that in turn allows the guide to fit correctly. In the case of the second wheel, the corresponding guide can be fitted directly.

Once both guides are seated, the movable hydraulic cylinder (9) driven by an external force to the machine, begins its thrust function by means of the path of the ratchet (2) and the sliding platform and platform (4) that in turn act on the pushing element that pushes the main wheel (22). Thanks to this thrust, the wheel (22) displaces the length of the central opening of the guide in the position that the axle links the two wheels, the secondary wheel moves at the same time, seated in the slot of the sliding platform of the secondary guide. The final objective of the swindles is to approximate both wheels to the tracks (21).

The next phase of the process is to overcome the obstacle posed by the rails and place the wheels on the corresponding tracks, as shown in Figure 6 and Figure 8 in greater detail.

In the fi gure, the winding machine is shown with the wheels (23) and (22) already mounted in their respective tracks. This figure shows the wooden blocks (12), of larger dimensions, which are used to place the wheels at sufficient height to save the height of the rails and simultaneously support the respective guides since at this time it is necessary to place all the assembly at the correct height before continuing with the push work.

Figure 7 shows in greater detail this stage in which it affects the main guideline. An external forklift is the instrument used to lift the wheel (22), placing the studs (12) on which the guide and the wheel are placed.The pusher mechanism - pusher element (5), bearings (15), platform (4), deck (3), ratchet (2) , housing for the recoil (18) and hydraulic cylinder (9) - acts as described above, but a vertical hydraulic cylinder (6) associated with an adjustable platform (7) that acts directly on the shaft end (20) is attached ). When the pusher mechanism drives the assembly - already raised by the effect of the studs

(12) -saving the obstacle of the rails and placing the wheel (22) on the track (21), this vertical hydraulic cylinder (6) acts on the axle (20), lifting it as necessary to remove the blocks, so that at lower, the wheel rests on track. At this time, the guide is released thanks to its central conformation in that the wheel rested in this hollow space without direct contact with the guide. This vertical hydraulic lift can be linked to the machine on the track, but in a more practical application it is an independent element that fits the assembly for its specific use. Another reason to be disconnected from the machine claimed is that it does not increase its weight, being more simple and manageable.

In this same figure, 7 the detail of the adjustable strap (11) is also shown, which allows the guide to be attached to the track if necessary.

Figure 8 shows the detail of the same operation performed on the secondary wheel (23). The guide (1) has the same U-shape with the central opening and the vertical hydraulic cylinder (6) with the adjustable platform (7) acting on the opposite end of the shaft (20) to lift the assembly. In this case, the guide lacks the pusher mechanism although it maintains a secondary movable platform (13) that responds to the thrust exerted by the pusher mechanism of the main guide when it is a lock-in. This platform (13) has a groove or recess as a groove in the groove. that the secondary wheel (23) is seated and facilitates the immovable positioning of said wheel.

As previously mentioned, the derailment can happen in a curve, which complicates the operation since the unevenness of the terrain must be taken into account. In this case, the process of action would be as follows. First, lift the shaft of the lower part of the curve with lifting ointment, placing the studs (12) and mounting the rail, first the guides, then the movable platform (4) and then the cylinder (9) with the plate (3 ), which sits at the site (18). Then, the pusher element (5) is actuated, removing all its rod or moving part, so that the movable platform (4) severely dragged and is located at the opposite end next to the transverse flange ( 10) Once this operation has been secured, an elevator catch is assembled on the tip of the upper part of the curve and the corresponding studs (12) are placed and the passive rail is placed. attached to the pusher thyme (5) and that links it to the axle-seobligaal axis (20) to move back towards the corresponding pathway thus avoiding the rocking or abrupt movement towards the interior of the curve. This track operation is operational only when the derailment occurs towards the top of the road.

Attention to all explained in this specification is sufficiently demonstrated the usefulness and operation of the claiming machine. Its conformation in allows to reduce its weight the necessary to be handled by a single person with the help of external hydraulic data. Its dimensions are also reduced with the same purpose and to be used in narrow areas. In an alternative embodiment, the tracker reduces its volume and weight by forming each guide into two segments or symmetrical parts, dividing the guide longitudinally and separating the two arms of the same, which are assembled and subsequently mounted with a standardized adjustment mechanism ( dovetail

or similar).

It is not considered necessary to make this description more extensive so that any expert in the field understands the scope of the invention and the advantages derived from it. The materials, shape, size and disposition of the elements will be susceptible of variation provided that when the brass supposes an alteration in the essentiality of the invention. The terms in which this report has been written must always be taken in a broad and non-limiting sense.

Claims (8)

one.

Rooting machine, of the type used to place railway vehicles on the tracks, essentially characterized by being composed of two parts or similar guides, a main or active guide and a secondary or secondary guide, acting on the main wheel (22) and secondary (23) deleje (20 ) derailed, both guides (1) being formed as a U-structure, with two parallel longitudinal arms joined at their end end by a transverse rear clamping strap (10) and a segment guide (16) to adjust other similar guides, while that on the opposite or head end there is a movable platform (4) and (13), respectively.

2.

Machine in accordance with the first claim, essentially characterized in that the movable platform (4) of the main or active guide, which is adjusted with bearings (15), is linked to a ratchet or saw (2) that receives the thrust of the cylinder hydraulic displaceable (9) located at the head of the area in U where a stage (3) is also movable, forming the thrust mechanism that finally culminates in a pusher element (5), longitudinally located in the central opening of the guide, fastened with a nut

(17) and with a free rear housing (18) for its recoil where, alternatively, the stage (3) sits. 3. Machine on track, according to the first claim, essentially characterized in that the secondary guide, linked to the secondary wheel (23) and with the same conformation in a main guide, lacks a pushing mechanism but also incorporates a secondary movable platform (13) in whose structure Draw a nail or recess (14) as a groove to accommodate the wheel, also incorporating a movable longitudinal element associated with bearings. 4. Machine on track, according to the preceding claims, essentially characterized in that, when the machine has already carried out its task of pushing and pushing it is located next to the tracks (21), a vertical hydraulic cylinder sits on both guides (6) independent, associated with an adjustable platform (7), said cylinder being preferably placed on the respective movable platforms (4) and (13) of the guides and coupled by means of a fitting element (8).

5.

Machine in line, according to the first and second claims, essentially characterized in that the main guide incorporates an adjustable shoulder strap (11) to support the track (21).

6.

Machine in accordance with the preceding claims, essentially characterized in that in an alternative embodiment the guide (1) is formed into two halves or symmetrical parts, the two arms being divided longitudinally and separated, with a standardized adjustment mechanism for assembly.

7.

Machine on track, according to the first and fourth claims, essentially characterized in that in an alternative embodiment the vertical hydraulic cylinder (6) is linked and integrated into the machine.

SPANISH OFFICE OF THE PATENTS AND BRAND Application no .: 201000901 SPAIN Date of submission of the application: 05.07.2010 Priority Date: REPORT ON THE STATE OF THE TECHNIQUE 51 Int. Cl.: B61K5 / 04 (01.01.2006) RELEVANT DOCUMENTS

Category

Documents cited Claims Affected

X

US 227422 A (WILLIAM V. FLYNN) 05/11/1880, page 1, 1,3,5

lines 14-95; figures.

TO

US 1720111 A (EMIL ABEL) 07/09/1929, page 1, 1-7

line 71 -page 2, line 12; Figures 1-6.

TO

FR 2192020 A1 (HOESCH MASCHINENFABRIK AG) 02/08/1974, 1-4.6

page 3, line 18 -page 4, line 6; figures 1,2.

TO

DE 1755226 B1 (FRIESEKE & HOEPFNER GMBH) 11/11/1971, 1-3

column 2, lines 24-51; Figure 1.

Category of the documents cited X: of particular relevance Y: of particular relevance combined with other / s of the same category A: reflects the state of the art O: refers to unwritten disclosure P: published between the priority date and the date of priority submission of the application E: previous document, but published after the date of submission of the application

This report has been prepared • for all claims □ for claims no:

Date of realization of the report 03.12.2010

Examiner V. Population Bolaño Page 1/4

REPORT OF THE STATE OF THE TECHNIQUE Application number: 201000901 Minimum documentation searched (classification system followed by classification symbols) B61K Electronic databases consulted during the search (name of the database and, if possible, terms of search used) INVENES, EPODOC State of the Art Report Page 2/4  WRITTEN OPINION Application number: 201000901 Date of Written Opinion: 03.12.2010 Statement

Novelty (Art. 6.1 LP 11/1986)

Claims Claims 1-7 IF NOT

Inventive activity (Art. 8.1 LP11 / 1986)

Claims Claims 2,4,6,7 1,3,5 IF NOT

The application is considered to comply with the industrial application requirement. This requirement was evaluated during the formal and technical examination phase of the application (Article 31.2 Law 11/1986).  Opinion Base.- This opinion has been made on the basis of the patent application as published. State of the Art Report Page 3/4  WRITTEN OPINION Application number: 201000901 1. Documents considered.- The documents belonging to the state of the art taken into consideration for the realization of this opinion are listed below.

Document

Publication or Identification Number publication date

D01

US 227422 A (WILLIAM V. FLYNN) 11.05.1880

2. Statement motivated according to articles 29.6 and 29.7 of the Regulations for the execution of Law 11/1986, of March 20, on Patents on novelty and inventive activity; quotes and explanations in support of this statement The object of the invention under study is a machine on track, of the type used to place rail vehicles on the tracks. Document D01, considered the closest in the state of the art, describes a trailing device for railway vehicles in which two similar guides are used that act on the two wheels of the derailed axle. Each guide comprises two longitudinal arms (a6) joined together and consists of a movable base (b) with grooves (b3) to accommodate the wheel. The device disclosed in this document differs from the object of claims 1, 3 and 5 of the application in that the arms are not joined at their end by a tie rod, but inferiorly by a base and that a segment is not included for the adjustment of similar guides, as well as the fact that both guides have thrust mechanisms. However, such differences are considered to be mere design details that are not inventive. Therefore, claims 1, 3 and 5 do not present inventive activity according to article 8 of Patent Law 11/1986. State of the Art Report Page 4/4