GB2538248A - A railway switch gauge - Google Patents

Abstract

A railway switch gauge 10 comprising a rigid elongate member 12, a railway switch engagement portion 14 projecting from the member underside 16 in a first direction orthogonal to the member longitudinal axis, and a rail abutment portion 18 projecting from the member underside in the first direction from a location at a predetermined spacing x from the railway switch engagement portion. Additionally, a gauge (100, figures 6-7) is disclosed having a rigid member (102) with first and second divergent arms (104, 106) having trailing (110) and leading (108) edges, the leading edge defining a plurality of steps (112). Furthermore, a gauge (200, figures 8-9) is disclosed having a rigid elongate member (202) with first and second ends (204, 206), a rail abutment portion (208) adjacent the first end, a crank pivot locator (210) for locating at predetermined positions between the abutment portion and the second end, the abutment portion defining a first abutment datum (212) for abutment with a stock rail upper surface and a second abutment datum (214) for abutment with a stock rail side surface when the first abutment datum contacts the stock rail upper surface.

Description

A railway switch gauge

TECHNICAL FIELD

The present invention relates to a gauge for use with railway switches, for example in the installation, inspection or maintenance of railway switches.

BACKGROUND TO THE INVENTION

The correct set up of railway switches is essential for the safe running of railways.

Errors in switch set up can lead to derailment problems, with potentially catastrophic results. Accordingly, there is a need for a tool which allows for the accurate set up and or inspection of railway switches, e.g. during installation of new switches or maintenance of existing switches.

Speed is of the essence when inspecting or repairing existing railway switches, since down time on a railway line will typically result in fines to the railway operator. Accordingly, such a tool needs to allow for swift and easy assessment of railway switch set up.

Moreover, most conventional railway switches are electrically driven. Misalignment of an electrically-driven railway switch will typically result in significantly inefficient electrical operation, leading to unnecessary electricity consumption; along a whole rail network, the energy wastage can be significant. Accordingly, a tool which allows for quick and easy inspection and modification railway switches will help reduce energy consumption within a rail network.

It is an object of the invention to provide a tool which addresses or mitigates one or more of the above-mentioned issues.

SUMMARY OF THE INVENTION

According to one aspect of the invention, there is provided a railway switch gauge as set forth in claim 1.

According to another aspect of the invention, there is provided a railway switch gauge as set forth in claim 11.

According to a further aspect of the invention, there is provided a railway switch gauge as set forth in claim 21.

BRIEF DESCRIPTION OF DRAWINGS

Other aspects and features of the invention will be apparent from the appended claims and the following description, made by way of example, with reference to the 10 accompanying drawings, in which: Figure 1 is a side view of a first rail switch gauge; Figure 2 is a perspective view of the rail switch gauge from Figure 1; Figures 3-5 arc respective views of an angle section for use in the embodiment of Figures I and 2; Figure 6 is a side view of a further rail switch gauge; Figure 7 is a front end view of the embodiment. from Figure 6; Figure 8 is a side view of a third rail switch gauge; and Figure 9 is a perspective view of the rail switch gauge from Figure 8.

DESCRIPTION OF EMBODIMENTS

As further background, it should be noted that conventional UK railway switches include multiple point fittings (typically two or three per switch), each having a crank plate mounted on a rail hearer. Each crank plate defines a pivot point for a crank, which forms part of a linkage at each fitting, intended to he operated in order to bring about movement of a pair of switch rails. The correct location of the respective pivot points of the switch is critical to optimal operation of any given switch set-up. If the pivot point is incorrectly located, operation of the switch will be compromised, typically resulting in undue energy consumption.

In the UK, conventional cranks are substantially L-shaped (e.g. with the first and second arms defining a right angle therebetween). In use, when the switch rails are arranged in a so-called 'half and half condition (i.e. arranged halfway between their open and closed positions), conventional switches are configured such that one of said arms should he parallel with an adjacent stock rail, in order for optimal operation of the switch (according to conventional switch linkage geometry). If the crank is misaligned relative to the switch rail in said half and half condition, operation of the switch will be compromised, typically resulting in undue energy consumption.

A gauge 10 for use in the installation, inspection or maintenance of a railway switch is shown in Figures 1 and 2. The gauge 10 takes the form of a rigid elongate member 12 (e.g. of metal or rigid plastics section) having a railway switch engagement portion 14 arranged to project away from an underside 16 of said elongate member 12 in a first direction orthogonal to a longitudinal axis of said elongate member 12. The gauge 10 also has a rail abutment portion 18 arranged to project away from the underside 16 of said elongate member 12 in said first direction from a location at a predetermined spacing x from said railway switch engagement portion 14.

The predetermined spacing will be in accordance with an accepted optimal spacing for a conventional switch of known linkage geometry.

As can be seen clearly, the railway switch engagement portion 14 projects a greater distance from the elongate member 12 than said rail abutment portion 18.

In use, the railway switch gauge 10 is configured to be mounted between a railway switch crank (not shown) and a portion of stock rail adjacent said railway switch crank (not shown), specifically with the rail switch engagement portion 14 in contact with the railway switch crank, and with the rail abutment portion 18 in abutment with an outer side surface of said stock rail. Once correctly located, the gauge 10 is configured such that the longitudinal axis of the elongate member 12 will be substantially level with a plane defined by the upper surface of the pair of stock rails immediately adjacent the switch.

In the UK at least, conventional cranks include an aperture in one of the two arms. The gauge 10 has been designed so that a lower end 20 of said rail switch engagement portion 14 defines a pin 22 for locating in the aperture (preferably with a low tolerance to minimise play between the pin 22 and the internal surface of the aperture). Moreover, the rail switch engagement portion 14 has been provided with a stop 24 for abutment with a portion of the crank peripheral to said aperture (i.e. when the pin 22 is located in said aperture). The location of the stop relative to the underside of the elongate member 12 is set so as to achieve a desired 'level' attitude of the elongate member 12 with respect to the respective stock rail, for conventional crank configurations in the UK.

The predetermined spacing x between the rail abutment portion 18 and the rail switch engagement portion 14 is set such that, when the pin 22 is located in the aperture of the crank and the rail abutment portion 18 is in abutment with the outer surface of the stock rail, one arm of the crank should he parallel with the respective stock rail. This should be easy to determine by visual inspection. If it is clear that said crank arm is not parallel with the stock rail, it indicates that the set-up of the crank linkage is incorrect and requires adjustment. The gauge 10 can be left in place while the set-up is adjusted, i.e. until said crank arm is clearly in parallel alignment with said stock rail.

In the illustrated embodiment, the rail abutment portion 18 is part of an angle section 26 mounted on the underside 16 of said elongate member 12. In preferred embodiments, the angle section 26 is bolted to the elongate member 12 using a plurality of bolls 28, e.g. at least two bolts 28 in an off-set arrangement (as can be seen in Figure 2).

Importantly, the angle section 26 defines a hearing portion 29 for seating on the upper surface of a stock rail, in use. This prevents wear or damage to the elongate member 12. In preferred embodiments, the bearing portion has a length at least in the region of 60-75mm, so as to sit with useful contact over at least a significant portion of the stock rail's upper surface (in accordance with conventional UK stock rail dimensions).

As seen best in Figures 3 to 5, the rail abutment portion 18 defines a face 30 extending in a plane transverse to said longitudinal axis of the elongate member 12. In preferred embodiments, the face 30 has a width at least in the region of 40-50mm, for the purpose of arranging the elongate member 12 in a substantially perpendicular orientation to the stock rail, in use. The width of the elongate member may be of similar dimensions, e.g. in the region of 40-60mm. This has been found to provide adequate stability when the gauge 10 is mounted on the stock rail and crank, in use, particularly if the height of the elongate member 12 is of similar dimensions to the width. In preferred embodiments, the elongate member 12 is made from solid or hollow section material, and will typically have a length in the region of 800-1200mm.

In the illustrated embodiment, a pair of contact lugs 32 project from said face 30, for contact with the outer side surface of the stock rail (i.e. on the outside of the rail track).

Multiple lugs 32 are preferred (for stability reasons), although a single lug 32 may suffice. Advantageously, the or each contact lug should be arranged at a spacing between 25mm and 35mm from the underside of said elongate member 12, as this will ensure that the lugs 32 contact the outer side surface of the stock rail at a depth from the upper surface suitable to avoid contact with any worn upper edge of the stock rail (at least according to conventional UK stock rail geometry).

In the UK, there are multiple known configurations of switch set up, each with a different crank pivot position relative to an associated stock rail. Accordingly, the gauge 10 includes multiple rail abutment portions 18 (in this case, two rail abutment portions 18), each at a predetermined spacing from the railway switch engagement portion 14, so as to be suitable for use with multiple conventional UK switch set-ups. In other embodiments, the position of one or more of the rail abutment portions 18 may be adjustable, so as to be movable between a plurality of predetermined spacings relative to the railway switch engagement portion 14, so as to he suitable for use with multiple conventional UK switch set-ups.

The gauge 10 allows for swift, easy and accurate assessment of crank set-up for conventional UK switch set-ups.

Another gauge 100 for use in the installation, inspection or maintenance of a railway switch is shown in Figures 6 and 7. The gauge 100 consists of a rigid body 102 (e.g. of solid, hardened metal construction) having first and second divergent arms 104, 106, so as to be substantially V-shaped. Each arm has a leading edge 108 and a trailing edge 110. The leading edge 108 defines a plurality of steps 112.

In use, the gauge 100 is intended to be located between a switch rail and stock rail (not shown), for setting a desired 'half and half spacing between the switch rail and the stock rail. The leading edge 108 is intended for abutment with the switch rail and the trailing edge 110 is intended for abutment with the stock rail. More particularly, each step 112 defines a shoulder surface 114. The body 102 defines a central axis X between said first and second arms 104, 106, wherein each shoulder surface 114 is arranged parallel to said central axis X. The width of each arm 104, 106 (i.e. between the leading edge and the trailing edge, in a direction parallel with said central axis) varies along its length. More particularly, the gauge 100 is configured such that the width decreases along the length of each arm 104, 106 in the direction of the free end of each arm 104, 106 (i.e. so that the width of each arm is smallest at the free end thereof). More particularly, each step signifies a decrease in width of the arm between the leading and trailing edge thereof. The width of the arm between each step is of a predetermined distance, in order to correspond to conventional desired spacing settings for a switch rail and stock rail in a half and half condition. Each predetermined distance is unique along the length of the respective arms. For example, in the illustrated embodiment, the width of the first arm begins at 54mm and ends at 50mm (wherein each step signifies a decrease of lmm), and the second arm begins at 53.5mm and ends at 49.5mm (wherein each step signifies a decrease of 1mm). These distances are marked (or may be signified) on at least one plane face 116 of the body 102.

In the illustrated embodiment, the steps are uniformly spaced apart along the length of each arm. Typically, the spacing may be in the range of 20-30mm, e.g. 25mm.

As can be seen, the trailing edge 110 is straight, but includes a plurality of notches 118, each notch associated with a respective step 112. Each notch 118 is arranged at a location off set from a plane coincident with the shoulder surface 114 associated with the respective step 112. In preferred embodiments, the off-set will be in the region of 5rnm, to account for side wear misalignment on the stock rail.

It should he noted that the body 102 of the illustrated embodiment defines a lug-type projection 120 between the leading edge 108 of the first and second arms 104, 106. This has been found to be useful for preventing or hindering loss of the gauge between the switch and stock rails, if dropped by a user when inserting or removing the gauge.

In preferred embodiments, the thickness of the body between opposing plane faces of the body is in the range of 5-20mm, e.g. 10mm.

The gauge 100 provides a convenient and adaptable wedge for use in setting or checking the desired 'half and half ' spacing between switch and stock rails. In use, these will be used in pairs, on opposite sides of the track, whereupon the length of a conventional stretcher bar between the opposing switch rails can he adjusted (extended or retracted) to the point at which an interference fit is achieved with each of the gauges (at the intended width setting, as defined by the appropriate step on the body of the gauge).

Another gauge 200 for use in the installation, inspection or maintenance of a railway switch is shown in Figures 8 and 9. The gauge 200 takes the form of a rigid elongate member 202 (e.g. of metal construction, whether solid or hollow section) having first and second ends 204, 206, with a rail abutment portion 208 is mounted adjacent. said first end 204, and a crank pivot locator 210 configured to be located at a plurality of predefined positions between said rail abutment portion 208 and said second end 206.

The rail abutment portion 208 defines a first abutment datum 212 for abutment with the upper surface of a stock rail and a second abutment datum 214 for abutment with a side surface of stock rail when the first ahutment datum 212 is in contact with an upper surface of a stock rail.

In the illustrated embodiment, the first end 204 defines two sets of first and second abutment data 212, 214, one set on either side of a central portion 216. Each first abutment datum 212 is arranged parallel with a longitudinal axis X of the elongate member 202, whereas each second abutment datum 214 is arranged perpendicular to the longitudinal axis X of the elongate member 202.

In preferred embodiments, the rail abutment portion is of rigid plastics construction.

The crank pivot locator 210 includes a body 218 intended to be secured at one of said predefined positions between the first and second ends 204, 206 of the elongate member 202. In the illustrated embodiment, the body 218 takes the form of a slider which is slidably mounted on said elongate member 202, so as to be movable between said plurality of predefined positions.

In preferred embodiments, the predefined positions for the crank pivot locator 210 are indicated on a side surface 220 of the elongate member 202, e.g. as a marked number or line, or as a groove or detent formed in the elongate member 202. In such embodiments, the body 218 may include a window 222 for viewing the predefined positions indicated on the side surface 220 of the elongate member. Alternatively, or additionally, each predefined position may be indicated in an upper surface 224 of the elongate member 202, e.g. as a hole or detent formed in the upper surface of the elongate member. In such embodiments, the body 218 may include a projector (not shown) configured to engage in a respective pre-defined position, in order to ensure accurate location of the crank pivot locator 210 relative to the second datum 214 of the rail abutment portion 208. In preferred embodiments, the projector is spring-biased, for engagement in a hole or detent at each of said predefined positions.

A locking device 226 is provided for securing the position of the body 218 at each of said predefined positions. In the illustrated embodiment, the locking device 226 is a screw device extending through a portion of the body 218 and intended to be driven into frictional engagement with the elongate member 202, in order to secure the body 218 at a desired location along the length of the elongate member 202 (i.e. at one of said predefined positions).

A fooling 228 is provided at a lower end of the crank pivot locator 210. The footing 228 includes three feet 230, uniformly spaced on a virtual circle on the underside of the footing 228, and intended to sit over a crank plate pivot point. The distance between the underside of the feet 230 and the upper surface of the elongate member 202 is set, so that, when located over a conventional crank plate pivot point, when the crank plate is mounted on a conventional rail hearer, the longitudinal axis of the gauge 200 will he generally parallel with a plane extending between the upper surface of the opposing stock rails. The footing 228 is rotatable, so that the legs 230 can avoid contact with any split rings or other obstructions that may be present at the crank pivot point.

A primary purpose of the gauge 200 is to check or set the correct position for a crank pivot point. Each predefined position correspond to one of a number of known distances at. which the pivot point of a conventional crank plate should be located relative to an associated stock rail, for one of a plurality of conventional UK switch geometries.

Accordingly, for any given switch design, the desired position of the crank pivot point can be indicated by setting the crank pivot locator at the corresponding predefined position along the elongate member, and locating the first and second data of the rail abutment portion in appropriate contact with a section of stock rail immediately adjacent the respective rail bearer, with the longitudinal axis of the elongate member arranged substantially square with the stock rail. If the crank pivot point is not concentric with the footing 228, the position of the crank plate needs to be adjusted (e.g. by raising the bearer off the ground and shifting the crank plate forwards or backwards, as required, along the length of the bearer). Incorrectly positioned crank pivot points adversely affect the operational integrity of a switch, invariably leading to undue energy consumption of electrically-driven switches.

A secondary purpose of the gauge 200 is to set a desired location for a sleeve on a free end of one arm of a crank plate. In use, such sleeves are intended for connection to a rod which extends between respective crank plates between two fittings of a conventional switch. If the sleeve is incorrectly located (for a given switch design), the operational integrity of the switch will be adversely affected, invariably leading to undue energy consumption of electrically-driven switches.

There are several known crank designs and, for each crank design, one or more desired locations for the sleeve to he secured thereto. relative to the crank pivot point, within known switch linkage geometries. Accordingly, the gauge 200 includes a sleeve locator 232, in the form of a pin, mounted at the end of an arm 234 of adjustable length. The arm 234 is pivotably mounted between the body 218 and the footing 228, and pivots about the same centre as the footing 228 is rotatable. It will be understood, therefore, that the centre can be set at one of said plurality of predefined positions for the body 218 along the length of the elongate member 208. Accordingly, once the correct pivot position has been achieved for the crank plate, the length of the arm 234 can be is adjusted to set a desired distance between the crank plate pivot point and the sleeve locator, corresponding to a desired location for the sleeve on the crank.

Claims (42)

11 Claims 1. A railway switch gauge comprising: a rigid elongate member; a railway switch engagement portion arranged to project away from an underside of said elongate member in a first direction orthogonal to a longitudinal axis of said elongate member; and a rail abutment portion arranged to project away from the underside of said elongate member in said first direction from a location at a predetermined spacing from said railway switch engagement portion.

2. A railway switch gauge according to claim 1, wherein the railway switch engagement. portion projects a greater distance from the elongate member than said rail abutment portion.

3. A railway switch gauge according to claim 1 or claim 2, wherein a lower end of said rail switch engagement portion defines a pin for locating in an aperture in the crank of a rail way switch.

4. A railway switch gauge according to claim 3, wherein said rail switch engagement. portion includes a stop for abutment with the crank of a railway switch when the pin is located in said aperture.

5. A railway switch gauge according to any preceding claim wherein the rail abutment portion is part of an angle section mounted on an underside of said elongate member.

6. A railway switch gauge according to claim 5, wherein the angle section defines a bearing portion for seating on the upper surface of a stock rail, in use.

7. A railway switch gauge according to claim 5 or claim 6 wherein the rail abutment portion defines a face extending in a plane transverse to said longitudinal axis.

8. A railway switch gauge according to claim 7, wherein one or more contact lugs project from said face.

9. A railway switch gauge according to claim 8 wherein the, or each contact lug is arranged at a spacing between 25mm and 35mm from the underside of said elongate member.

10. A railway switch gauge according to any preceding claim, wherein said gauge includes first and second rail abutment portions arranged to project away from the underside of said elongate member in said first direction, each spaced from said rail switch engagement portion by a predetermined amount.

11. A railway switch gauge comprising a rigid body having first and second divergent arms, each arm having a leading edge and a trailing edge, wherein the leading edge defines a plurality of steps.

12. A railway switch gauge according to claim 11 or claim 12, wherein the width of each arm between the leading edge and the trailing edge varies along its length.

13. A railway switch gauge according to claim 12, wherein the width decreases in the direction of the free end of each arm.

14. A railway switch gauge according to any of claims 11 to 13, wherein each step signifies a decrease in width of the arm between the leading and trailing edge thereof.

15. A railway switch gauge according to claim 14, wherein the width of the arm between each step is of a predetermined distance, unique along the length of the respective arms.

16. A railway switch gauge according to claim 15, wherein the width of the arm between each step is marked or signified on a plane face of the body.

17. A railway switch gauge according to any of claims 11 to 16, wherein the steps are uniformly spaced apart along the length of each arm.

18. A railway switch gauge according to any of claims 11 to 17, wherein the trailing edge is straight, but includes a plurality of notches, each notch associated with a respective step.

19. A railway switch gauge according to claim 18, wherein the body defines a central axis between said first and second arms, each step defines a shoulder surface arranged parallel to said central axis, and each notch is arranged at a location off set from a plane coincident with the shoulder surface associated with the respective step.

20. A railway switch gauge according to any of claims 11 to 19, wherein the body defines a lug-type projection between the leading edge of the first and second arms. 15

21. A railway switch gauge comprising a rigid elongate member having first and second ends, wherein a rail abutment portion is mounted adjacent said first end, said rail abutment portion defining a first abutment datum for abutment with the upper surface of a stock rail and a second abutment datum for abutment with a side surface of stock rail when the first abutment datum is in contact with an upper surface of a stock rail, and said gauge further comprising a crank pivot locator configured to be located at a plurality of predefined positions between said rail abutment portion and said second end.

22. A railway switch gauge according to claim 21, wherein the first end defines two sets of first and second abutment data, one set on either side of a central portion of the rail abutment portion.

23. A railway switch gauge according to claim 21 or claim 22, wherein the or each first abutment datum is arranged parallel with a longitudinal axis X of the elongate member, whereas the or each second abutment datum is arranged perpendicular to the longitudinal axis X of the elongate member.

24. A railway switch gauge according to any of claims 21 to 23, wherein the rail abutment portion is of rigid plastics construction.

25. A railway switch gauge according to any of claims 21 to 24, wherein the crank pivot locator includes a body intended to be secured at one of said predefined positions between the first and second ends of the elongate member.

26. A railway switch gauge according to claim 25, wherein the body takes the form of a slider which is slidably mounted on said elongate member, so as to be movable between said plurality of predefined positions.

27. A railway switch gauge according to claim 25 or claim 26, wherein the predefined positions for the crank pivot locator are indicated on a side surface of the elongate member.

28. A railway switch gauge according to claim 27, wherein the body includes a window for viewing the predefined positions indicated on the side surface of the elongate member.

29. A railway switch gauge according to any of claims 25 to 28, wherein each predefined position is indicated in an upper surface of the elongate member, by a hole or detent formed in the upper surface of the elongate member.

30. A railway switch gauge according to claim 29, wherein the body includes a spring-biased projector configured for engagement in a hole or detent at each of said predefined positions.

31. A railway switch gauge according to claim any of claims 25 to 30, wherein a locking device is provided for securing the position of the body at each of said predefined positions.

32. A railway switch gauge according to claim 31, wherein the locking device is a screw device extending through a portion of the body and intended to be driven into frictional engagement with the elongate member.

33. A railway switch gauge according to any of claims 21 to 32, wherein a footing is provided at a lower end of the crank pivot locator.

34. A railway switch gauge according to claim 33, wherein the footing includes a plurality of feet for mounting about a crank plate pivot point.

35. A railway switch gauge according to claim 33 or claim 34, wherein the footing is rotatable about a fixed axis on said body.

36. A railway switch gauge according to any of claims 33 to 35, wherein the gauge includes a sleeve locator mounted at the end of an arm of adjustable length, wherein the arm is pivotably mounted between the body and the footing, for pivoting about the same centre as the footing is rotatable.

37. A railway switch gauge according to claim 36, wherein the sleeve locator is in 20 the form of a pin.

38. A railway switch gauge substantially as described herein with reference to Figures I to 5, and/or Figures 6 and 7. and/or Figures 8 and 9.

39. A method of setting the position of a railway switch crank substantially as described herein with reference to Figures 1 to 5.

40. A method of setting the spacing between a stock rail and a switch rail in a railway switch substantially as described herein with reference to Figures 6 and 7.

41. A method of setting the position of a railway switch crank plate pivot point substantially as described herein with reference to Figures 8 and 9.

42. A method of setting the position of a railway switch crank sleeve substantially as described herein with reference to Figures 8 and 9.