JPH06240608A - Fixed equipment for changing railway gauge - Google Patents

Abstract

PURPOSE: To automatically change and fix the interval between the wheels of a train regardless of its driving direction by installing a railway gage chang ing fixed facility consisting of a guide rail, a change guide, unlocking/locking devices, and the like between two railway lines with different gages. CONSTITUTION: A vehicle entering from a rail 2 of an international gage at the right end in the drawing is slid on plastic guide rails 4 whose central part is raised, installed on a concrete block 10 that can withstand the weight of the vehicle with water as a lubricant, thus releasing the load of a body applied to wheels. Then, the vehicle is passed through an elastic section 5, a rigid section 6, and the elastic section 5 in this order of the change guide installed between the guide rails 4 and is extended to the car interval of the rail 3 of RENFE-type gage at the left end in the drawing. When a train is moved in an opposite direction, the interval between wheels is reduced. The locking of the wheels is automatically released and unlocked before and after changing the interval between the wheels.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a fixed equipment for changing a railroad gauge, which automatically changes a gap between rotating wheels and is adapted to each of two commonly used gauges. Is. The present invention has application in the rail vehicle manufacturing industry.

[0002]

2. Description of the Related Art In the present railcars, there is no fixed equipment called TALGO which can automatically change the clearance between wheels used in a train.

Even today, various equipment are designed for this purpose, but these are of special nature and form and are used in ordinary vehicles, generally in all railway vehicles. Used indiscriminately by. Of course, special-purpose railway vehicles of the type with special wheels are out of the question.

[0004]

However, in the case of a train called TALGO, it is not known that there is equipment that allows gauge changes, and that this is configured and arranged in a fixed state. .

The clear solution to this problem is the train TALGO
To automatically correct the wheel clearance of the wheel so that it can be conveniently used with either of the two gauges.

[0006]

The railway gauge change fixing equipment proposed by the present invention represents an obvious solution to this matter.

[0007] More specifically, the railway gauge modification fixture, which is the object of the present invention, is formed by first installing it on the upper part of a hollow, reinforced, large concrete block inside a wheel. The series of members required for the movement and subsequent locking thereof are supported on the block.

At the same time, the block transmits the weight of the vehicle to the ground when the vehicle passes over the equipment, and further transmits the force generated when the gauge changing operation is performed.

Railroad gauge change fixtures have rails at the ends corresponding to international gauges that are slightly lowered until later interrupted.

In front of this interruption and the point at which the lateral overlap of these rolling rails occurs, two sliding and centering guide rails are arranged which are symmetrical with respect to the longitudinal axis of the fixed installation. positioned.

In order to move the wheels from one gauge to another, it is necessary for these wheels to be unloaded, which is required by a sliding runner located on the side of the guide rail. Filled by supporting on the guide rails.

If these rolling rails descend,
The horizontal runner makes contact with the upper flat surface of the guide rails and keeps the wheels free of load during the entire process of gauge change.

A guard rail is located in the descending area of these rolling rails, and an appropriate front centering operation of the rolling rails is performed by this guard rail.

In addition to these horizontal runners, other vertical runners are provided which come into contact with the inner planes of the guide rails, these vertical runners ensuring centering of the vehicle when a gauge change operation is carried out.

Both the horizontal and vertical runners and the sliding runners are made of plastic material.

The runner is lubricated with water in order to reduce the friction coefficient between the guide rail and the steel.

This lubrication is performed by moisturizing the rail by means of a device located outside the guide rail, which device comprises a plurality of diffusers.

At the ends of the guide rails, other members are provided for additional centering of the vehicle.

The immobility of the rotating assembly, namely the wheels, axles and pair of bearings when the vehicle is on either of the two gauges is provided by the double locking effect of the latch.

As is apparent from the above description, this fixing device has four unlocking-locking guides which are arranged symmetrically with respect to the longitudinal axis of the fixing device.

Once the vehicle is supported on the guide rails and the vehicle continues to advance through the fixed installation, the bridge of the locking latch enters the guide and the latch lowers, the latch being the central portion of the guide. At, the vertical profile is now horizontal.

Since the frictional portion of the bridge of the latch is made of plastic material, the bridge is also lubricated by water through suitable devices located in the respective upper parts of these unlocking-locking guide cores.

Safety fittings are provided at the ends of all guides when the locking latch is assumed to reach the fixed installation at its nominal height.

Aside from this safety fitting, a device for detecting the height of the latch is provided in both adjacent paths outside the fixed installation, at a location approximately 38 m away from the end of the fixed installation.

Of course, this should not be the case, in order to prevent the vehicle from entering the fixed installation if any of the latches drop below its nominal height.
It is necessary for the device to generate a corresponding additional acoustic or arm signal to inform the operator that the train should be stopped immediately.

When the latch unlocking process is performed, the elastic part of the wheel movement guide passes through the international gauge side into the fixed equipment and comes into contact with the outer surface of its rim, and the pressure exerted on the wheel assists the latch unlocking operation. .

Subsequently, when the vehicle advances through the fixed equipment, the wheels lose contact with the elastic portion of the movement guide on the international gauge side and immediately come into contact with the rigid portion of the movement guide on the RENFE type gauge side. become.

While the wheel is in contact with this rigid part of the travel guide on the RENFE gauge side, the latch is unlocked and the wheel is transferred to the RENFE gauge.

The wheel then remains in contact with the rigid part of the displacement guide on the side of the RENFE type gauge, and the latch guide pushes the wheel upwards and locks it.

The pressure exerted on the elastic part of the movement guide facilitates the locking of the latch.

The wheel does not make a full movement until it is in its correct position, and in order to avoid this, when it is assumed that there is a risk of overcoming the elastic parts of the movement guides and damaging them, the upper parts of these guides An inclined surface is provided on the part.

Once the process of moving the rotating assembly is complete,
These assemblies are locked in the position corresponding to the RENFE type gauge.

A height detector is mounted at the end of the latch unlock guide to detect when the latch does not lock properly, for example because the rotating assembly does not move completely to its correct position. It is supposed to do.

These detectors are similar to the ones that control the correct position of the latch before moving to a fixed installation, driving an acoustic or arm signal to stop the train.

Finally, there is a point where the wheels come into contact with the upper rails of the RENFE type gauge as the vehicle continues to move forward through the fixed installation, the sliding and centering runners come out of contact with the guide rails and the vehicle Be prepared to orbit with this type of gauge.

The reverse process of transitioning from the RENFE type gauge to the international type gauge is performed in exactly the same manner.

The inner spacing of the wheels of a TALGO vehicle which can be moved between both gauges, ie a RENFE type gauge and an international type gauge, is 1593 +/- 3 mm and 1360 + /.
It should be between -3 mm.

Positioning of the rotating assembly between the gauges is ensured by its mounting technique and locking latch blocking system to maintain the wheel spacing within said limits, and also to keep the wheels within the fixed installation. When moving these assemblies to position relative to the gauge, the following points are observed:

-The wheel must not be unloaded and the following load work must not be done suddenly. It should be borne in mind that the wheel diameter will decrease with use.

-When the vehicle passes through fixed installations, always close the vehicle and avoid exposure to vertical movement and vibration.

-The locking latch bridges must facilitate the movement into their guides, and the vertical movement imparted by these guides to the latches must result in their proper unlocking and subsequent locking.

-The wheel movement guide must be placed in the correct position corresponding to the gauge in question so that the correct movement of the wheel is achieved.

To meet these requirements, the components of the fixed installation must meet the following positioning requirements:

REN interrupted at the two ends of the fixed installation
The FE type gauge rail and the international type gauge rail are
For elevation of both orbits, over 1500 mm,
It must be lowered by 45 +/- 4mm.

-The upper part of the sliding and centering guide rail is 31 in its entire length with respect to the rolling rail.
9 +/- 1mm high and the inner surface is 257 along the entire length
Must be 0 +/− 2 mm apart.

Regarding the sliding and centering guide rails,
Great attention must be paid to the relative position and the corresponding tolerances both vertically and laterally for the unlocking and locking guidance of the latch.

Care should also be taken regarding the dimensions and tolerances of the wheel movement guides and their position with respect to the longitudinal axis of the railway installation.

In order for the wheel to move correctly and to be in the correct position, the working spring of each elastic part has a pressure reduction of 210 kg and its reaction force is within a predetermined range. Must be present.

In order to reduce the coefficient of friction between the runner and the sliding and centering guide and the sliding surface of the unlocking guide head made of plastic material and steel, the roughness of these steel surfaces is standard UNE 1 -037 per. It should be 8 or less.

Finally, in order to obtain the predetermined position and the above-mentioned tolerance, not only the machining quality of the parts is improved, but also the assembly work to be performed subsequently takes the size of the parts into consideration. It is necessary to put it in the container accurately and to anchor the parts by concrete work.

This assembly is very robust as it requires the use of large amounts of additional components and the assembly is subject to detailed inspection.

In order to supplement the above description and to facilitate understanding of the features of the present invention, an embodiment will be described below with reference to the accompanying drawings.

[0053]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS From the drawings, it can be seen that the installation 1 consists of an international gauge rail 2 on one side and a RENFE gauge rail 3 on the other side.

The installation still has guide rails 4 for centering and sliding movements, in addition the change guide 5 is provided with elastic sections and the change guide 6 is provided with rigid sections.

The installation shown in FIG. 2 has a complementary installation 7 aided by sliding guides 8, 8'and elastic guides 9, 9 ', as well as a reinforced concrete assembly 10.

The equipment shown in FIG. 2 is the outer guide assembly 11 for unlocking operation and the equipment 1 for sliding operation.
2 and centering guide 13 which are located in the pit.

This equipment includes an outer support 17 and a support 2.
2, nut 21, threaded cylinder 20 and nut 1
9 are arranged.

FIG. 7 shows the outer unlocking guide 14 and the upper pit frame 15, and FIG. 8 shows the fixture 16.

FIG. 10 shows the movable armature 18.

FIG. 11 shows a flexible guide 9.

Generally, this equipment is a railway vehicle having a two-wheel bogie, each wheel being mounted on an independent axle, bearings provided at each end of the axle itself to form a suitable rotating assembly. It is designed for use on a rolling stock vehicle, the bogie allows the rotating assembly to move laterally and symmetrically, with the bearing box acting as a fixed stop and a simple latch. Holds in place by use.

An important purpose of this facility is to change the position of the rotating assembly so that the train can follow routes on rail networks of different gauges.

The gauge change work is carried out automatically when the train passes over a fixed installation, and this work is supposed to be completely reversible, and when the train passes over the installation in the opposite direction again, The rotating assembly is allowed to return to its original condition.

The fixed installation has a double guard rail, which at one end is adapted to a suitable gauge used as an international gauge, and at the other end is used by RENFE. It is adapted to the gauge and can guide the wheel from one position to another.

Similarly, this equipment has a support runner parallel to the gauge and is designed to help the bogie dolly rest on it as the train travels and to facilitate the operation of the entire equipment. Its function is, in particular, to make the wheels have suitable dimensions and thus constitute a step of the function.

The installation also has a drawer guide parallel to the axis of the track, which guide is inserted in a bridge on the locking device for locking and unlocking the latch.

The withdrawal guides are arranged such that their ends are at a certain height and are inserted by the lower support of the locking device bridge and gradually descend towards their central part, which rotates. It is maintained at a constant height when a movement is performed to move the assembly laterally, and the latch is held in its lower unlocked position when this movement is performed.

Generally, to change the wheel clearance, the following operations are performed for each bogie: The train enters the transition station from a track with a large gauge,
The bogie belonging to the train, located at the entrance to the fixed installation, is moved from a runner having an upward facing surface.

The horizontal support of the bogie will occupy the same vertical position as the runner.

The bogie moves on the rail until it reaches a certain point, at which point the supports come into contact with the runners and the bogies start to rise and they slide on the runners.

The wheels move away from the rails, thus the load is removed and the rotating assembly remains supported by the guides through its lugs.

The inclination of the runner is made constant so that the bogie will smoothly incline and will be seated on the runner along the entire support length.

The difference in runner height between the two surfaces A and B is the sum of the change estimated to be caused by the use of wheel spokes and the lowering of the bearing housing from the running position to the sliding position, and The wheel with the largest diameter is defined by its circumference and the minimum clearance that should be left between the rails.

Upon reaching surface B, the bogie occupies its highest position and maintains this height until it reaches another surface. The reason is that the runner is level in terms of the problem face.

On said surface B, the gauge rail loses gauge A. The reason for this is that the wheel no longer has to be supported by the rails, and the drawer guides start to enter the locking device bridge.

The withdrawal guide is gradually lowered, thus forcing the latch to be unlocked until it reaches the point where it is fully unlocked.

The guard rails that guide the wheels laterally keep them in place even after the unlocking action has taken place.

The outer transition rails then act to move the rotating assembly laterally until it reaches the stop position corresponding to the other gauge.

When a transition movement is made, only the outer guard rail acts when changing from a large gauge to a small gauge, or only the inner guard rail when changing from a small gauge to a large gauge. , For proper separation of these rails, eliminate the risk of wheels getting caught between the rails.

The guard rails are located higher than the rails and are adapted to compensate for wheel height and wheel rim diameter and differences in their opposing portions.

When the movement takes place, the guide is horizontal, the retaining function of the latch is released, the rail disappears from a certain point, and the guide begins to rise and pushes the locking device until it reaches a certain point. At this point, however, these guides are terminated and the bearing housing is again locked laterally in the position corresponding to the small gauge.

A guard rail with a small gauge extends until it reaches a fixed point parallel to the rail and guides the wheel laterally along the part facing the rim, allowing the wheel to move laterally before being locked. It is designed to prevent you from doing so.

It is particularly important to guide the bogie carriage laterally and to keep it in line with the longitudinal axis of the track when the bearing housing is released and moved.

This work is carried out by means of lateral guides which form part of the runner, which start from a certain point and which reduce the play between the runner and the bogie until this play is adjusted and It keeps this state until it reaches the point where it starts to increase gradually, and finally reaches another fixed point where there is no lateral guidance.

Subsequently, the runner begins to descend, and the bogie dolly gradually descends until the wheels touch the rails and the bogie doll touches the upper surface of the bearing housing.

The runner is over and allows the bogey to continue running on the network with the new gauge.

Of course, the same work is effectively performed on all axles of the train as it passes through fixed installations.

It is also conceivable that fixed installations can be used in which the guides are carried out by grooves formed in the same runner, without the provision of transition guard rails for lateral movement of the wheels.

In this modification, a support body, in which a bush having a vertical hanging piece is fitted, is provided in front of the outer bearing box,
When the changing operation is performed, the lower end of the hanging piece is inserted into the guide.

The guides are parallel to the axis of the track, which in turn come close to one another by a distance equal to the gauge difference and from this point again parallel to the axis of the track.

When the train exiting the network with a large gauge reaches the fixed installation, the flaps of the bush are inserted into the guide, so that its surface makes it easier to enter the guide and, in the same way as in the previous case. , In the plane where the guard rail is located, the bogie's ascending motion and unlocking occur successively.

When each axle reaches a fixed point, unlocking is performed,
The flap slides into the groove and is displaced toward the track axis, thus pushing the entire rotating assembly, causing the wheel to come to a distance corresponding to a small gauge.

The hanging piece remains inserted in the parallel section of the guide, preventing the bearing housing from leaving the rest position before the locking operation takes place.

An important advantage of this device is that the force required to move the rotating assembly laterally acts on the hanging piece in the same plane as the horizontal plane in which the frictional force against this movement acts. .

Another improvement of this variant is obtained by flexibly mounting the bush on the bearing housing.

By inserting a rubber ring-shaped member between the bush and the fixed part of the support, as is customary for bearing boxes, the flap rotates about a vertical and horizontal axis. Then, it becomes possible to occupy the inclined position.

However, if it is desired to increase the elastic energy of the bushing when the flap reaches an angle, an elastic stop may be provided, thereby expanding the equipment tolerance with respect to the relative position of the flap and the guide. To do so.

An additional advantage of the present invention is that by moving the guide a few centimeters at the appropriate point in time of movement, a force is generated that keeps the bearing housing pressed against the stop of the bogie trolley, locking and unlocking operations. Can be done easily. The reason is that the bearing housing will not exert force in the opposite direction, ie on the latch itself.

When going from a smaller gauge to a larger one, except that the trains pass through the same equipment in opposite directions,
The same steps as the above process are sequentially performed. The reason is that even if the axle that first passes through the fixed equipment is the head axle,
Even with a tail axle, the system operates independently of this.

The end of the guide is slightly below its maximum height, so when leaving the installation the position of the latch bridge corresponds to the intermediate height.

Therefore, when the bridges re-enter the installation, they will not rub the guide until a portion of it enters the interior.

If, in order to hold the locking device, the vertical force exerted by the spring is supplemented by an additional magnetic retainer, the maximum height of the guide is predicted and the fixed and movable parts of the magnetic retainer are predicted. It can be made so that both parts are in intimate contact.

One of said parts is adapted such that the bogie can be flexibly disassembled in order to avoid being hung from the drawer guide rather than from the runner.

In any of the variants, it is necessary to lift the runner above the rails in order to remove the load on the wheels, but this height change is always relative, and therefore the runner extends over its entire length. Can be horizontal and the rails can descend at both ends close to the equipment.

In both cases, the vertical dimension of the guard rail pull-out guide or the guide for moving the wheels laterally is determined by the height of the horizontal part of the runner.

Another advantage of the installation according to the invention is that it has sufficient tolerances. The reason for this, even with some deviation in size, is that it is absorbed by the elasticity of the support, and thus the elastic support presses the rotating assembly against the fixed stop, so that the latch is engaged when unlocking takes place. This is because no force is added.

The fixed stop used in the event of a spring failure does not cause any degree of flexing of the guard rail, and thus in the event of a spring failure,
The operation is accurate. In this case, however, it is certain that the elastic guard rail will not carry the wheel until it reaches the limit position, only bringing it close enough to the latch, at which time its end is formed by a pyramidal slope. , Move the rotating assembly to its correct position when performing the lifting movement.

The fixed guard rail is not fixed on the fixed equipment but is mounted so as to be relatively elastic so as to reduce the impact when the wheel touches it.

However, the spring is usually prestressed, and the prestress is sized so as to apply a required force to the elastic guard rail without using a spring having a large spring characteristic.

Another improvement is that the bogie can be laterally centered so that the bogie is fully centered before the latch bridge enters the unlocking guide.

Assuming that the train reaches the transition from a large gauge, and considering that any bogie belonging to the train is at the entrance to the fixed installation, when the runners start to approach the second plane, these runners Has a laterally sloping surface, which provides lateral centering of the bogie.

Between the faces, of course, due to the lowering of the rail, there is a gradual spacing between the upper surface of the rail and the runner, so that the bogie touches the runner through the support during its movement, while the wheel stops. Contacts the rail.

The rotating assembly is seated on the bogie trolley by means of a lug on the corresponding bearing housing.

On the second surface, the rail is not necessary because the wheels do not touch the rail, so this is abolished. Instead, the drawer guide is gradually lowered until it reaches the second surface, and the latch is released. Gradually unlock the rotating assembly so that it is fully transferred to the third side.

On the second side, the elastic guard rails, under the action of a spring, pivot about a vertical axis and press the bearing housing against the fixed stop of the bogie trolley.

A fixed guard rail is located between the cross-sections, the drawer guides are arranged horizontally along the rails, and hold the latch in the unlocked state as the bogie slides, and thus the rotating assembly. Are progressively moved laterally by the action of fixed guard rails on the wheels.

Subsequently, the guide is gradually raised, pushing the locking device upwards to the end of the guide and the bearing housing is completely locked laterally at the position corresponding to the small gauge.

As these operations and movements are made, the outer resilient guard rails, through the wheels, press the bearing housing against the fixed stop of the bogie trolley corresponding to the new gauge.

Next, the upper surface of the runner and the rail gradually approach each other, and the wheels come to contact with the rail, and the bogie dolly contacts with the upper curved surface of the bearing box.

Once the runners have finished their work, the bogies are able to run on the new gauge network, and all bogeys have the ability to pass through the fixed installation, which is the object of the present invention.
Receive this same process one after another.

When changing from a small gauge to a large gauge as described above, the work is done one after another according to the same process, except that the trains pass through the same equipment in opposite directions. The reason for this is that, as mentioned above, the system operates similarly whether the head axle or the tail axle enters the fixed installation first.

For the skilled technician, no further explanation is necessary as to the scope of the invention and the advantages obtained thereby.

The materials, shapes, sizes and arrangements of the components can be modified without departing from the scope of the invention.

The terminology used herein has no limiting meaning.

[Brief description of drawings]

FIG. 1 is a schematic plan view of a railway gauge changing and fixing facility according to the present invention.

FIG. 2 is a detailed plan view of the installation according to the invention.

3 is a side view taken along line AB of FIG. 2. FIG.

FIG. 4 is a detailed plan view of the equipment shown in the previous figure.

FIG. 5 is an end view of the equipment shown in FIGS. 2 and 3 as viewed from the C / D, as seen from the area in which the pits are provided.

FIG. 6 is an appropriately cut end view of the facility area shown in FIGS. 2 and 3 without the pits.

FIG. 7 is an appropriately cut end view as seen by G / H.

FIG. 8 shows another detail of the equipment as seen by I.

FIG. 9 is another detailed view of the installation according to the invention, as viewed by JK.

FIG. 10 is an appropriately cut end view as seen by LM.

FIG. 11 is a schematic plan view of an elastic guide used in the present invention.

[Explanation of symbols]

 1 Fixed equipment 2 Rail of international type gauge 3 Rail of RENFE type gauge 4 Guide rail 5, 6 Change guide 7 Complementary equipment 8, 8'Sliding guide 9, 9'Elastic guide 10 Concrete assembly 11 Outer guide assembly 13 Guide to centering 14 Guide to unlocking outward 15 Pit frame 18 Armature 22 Support

Claims (10)

[Claims] 1. A fixed equipment for changing a railway gauge, comprising a device arranged symmetrically with respect to a plane perpendicular to an axis common to two tracks having different gauges and located in a central space near an end of a rail. And a guide and support member having a sliding surface formed by a runner is provided on which a separate slide and support device common to bogies is supported, when the train passes over the equipment. The device is adapted to progressively rise relative to the rail until a certain level is reached, i.e. the wheel leaves the rail, and the guide member is of a suitable shape for simultaneously laterally guiding the bogie. A plan for laterally guiding the wheels when they have side surfaces and are separated from the corresponding rails located in the space between the ends of rolling rails of different gauges. An internal device or guard rail is provided, the guide device or guard rail being in a position inclined with respect to the longitudinal axis of the track, and when the wheel is released, the wheel corresponds to one gauge, It can be moved laterally to the position corresponding to the other gauges, and is equipped with a device for driving a blocking device located on the bogie, which fixes the lateral position of the bearing box and brake for each wheel. And a drive device comprising two longitudinal parallel guides arranged on opposite sides of the lateral guide guard rail of the wheel for locking the release device and forcibly driving the blocking device. , Which initiates the blocking process at one end and a new blocking at the other end, thus making the process reversible and Railway gauge changing fixed installation, which comprises as occurs independently. 2. When the bogie sliding runner is defined as a fixed member and is arranged symmetrically parallel to the longitudinal vertical plane of the track, and the rails of both gauges have a downwardly sloping surface at their ends, Its upper part has a horizontal plane along its length,
Or, when the opposite ends of the rail are horizontal, it has a horizontal central portion on its upper surface and two downward beveled portions facing the corresponding ends, and the wheels and other components are of the bogie described above. The level of the runner's horizontal surface is optimized and the level of the runner's or rail's sloping end is taken into account, taking into account the loss of contact with the track due to the wear caused by tactile support. The shape is appropriate, and the sliding surface of the corresponding runner makes a smooth contact with the bogie support under any circumstances,
The railway gauge changing and fixing facility according to claim 1. 3. A sliding runner of a bogie has, in an upper portion of its inner surface, a protrusion including a central portion, which is parallel to a vertical vertical plane of the guide, and two portions which are diffusely inclined with respect to the surface. The rail gauge changing fixture according to the preceding claim, wherein when the bogie touches the runner, it forms a guide that blocks lateral movement of the corresponding bogie. 4. A wheel lateral movement guide for passing a wheel from one gauge to another gauge, the guide being formed by a pair of guard rails having central parallel portions on opposite sides thereof. Has a slant that allows the rotating assembly to pass from one position to another, and each member of each pair is provided with a portion parallel to each rail, with the inner guard rail at the end. Section, starting from the other inner part of the corresponding rail of the track with the larger gauge and the outer guard rail at the end starting from the other part of the corresponding track with the smaller gauge, Railroad gauge change fixture according to claim 1, wherein the distance between the wheels is reduced or increased when the wheels are guided through outer or inner rails according to the direction of travel of the train. 5. Rolling of different gauges having a drawer device for driving the bearing housing of each wheel and the lateral blocking device of the brake, said device being located on each rail on either side of the lateral guide guard rail of the wheel. Formed by parallel guides arranged between the ends of the tracks, said drawer guide being formed by a T-shaped profile, said guide being in its central part,
It has a horizontal flat portion which coincides in length with a vertical flat central portion and an end which is inclined upwards towards the end, in which the guide drive for the wheel blocking device is housed and thus the guide is After being properly accommodated in the part through its upper part, when the train progresses, the drive device makes a downward vertical movement to release it, and after the train has run without movement, Railway gage change fixing equipment according to the preceding claims, wherein a vertical upward movement of two causes a return to the blocking position, so that the drive is carried out in any direction of travel as well. 6. A sliding runner for supporting a bogie has a guide having an appropriate width on its upper surface, has a length parallel to the longitudinal axis of the track at each end, and is the same from each rail of the corresponding track. Drawer guides with spaced guides and ramps joining both parallel lengths, the projections of the ramps cooperating with devices located in the corresponding bearing assembly of each wheel. A railway gauge change fixture as claimed in any preceding claim, coinciding with the horizontal central portion of the railroad carriage, adapted to move each assembly from one gauge to another. 7. A guard rail for laterally guiding a wheel is composed of two parts, one part of which is a guard rail.
It is fixed to the equipment corresponding to the inclined part of the rail, and another part is formed as an extension of said one part, this extension corresponding to the part parallel to the track axis, said parallel part being its nearest end. Part, is pivotally attached to the central surface of the equipment,
And a spring which may or may not be prestressed provides lateral elasticity so that, when the wheel passes through this area, the guard rail causes it to be generated by an inclined portion at the entrance of the fixed installation. Railroad gauge changing fixture according to the preceding claims, adapted to press in a direction opposite to the traveled and in the same direction as at the exit. 8. The railway gauge changing fixture according to claim 7, wherein each elastic guard rail is provided with a stop that limits lateral movement imparted to the rail by the action of its elastic device. 9. Each elastic guard rail is subjected to a lateral movement imparted to it by the action of its elastic device, up to a predetermined limit represented by a projection on the horizontal plane of each inclined surface of the release latch. The railway gauge changing and fixing facility according to claim 7, wherein a limiting stop is provided. 10. A bogie sliding runner has on its inner surface and on top thereof a central portion parallel to the vertical and vertical planes of the equipment, and two end bevels which widen towards the end with respect to said plane. A protrusion, which constitutes a lateral guide, before the release guide enters through the bridge of the corresponding latch,
Railroad gauge changing fixture according to claim 7, 8 and 9, adapted for bogie determination.