EP4239125A1

EP4239125A1 - Device for automatic track positioning in ballastless track systems

Info

Publication number: EP4239125A1
Application number: EP22159834.5A
Authority: EP
Inventors: Manuel Iguacel Abeigón; César Casanova García
Original assignee: Azvi SA
Current assignee: Azvi SA
Priority date: 2022-03-02
Filing date: 2022-03-02
Publication date: 2023-09-06
Also published as: CL2023000598A1; ES2950157A1; MX2023002559A

Abstract

Device (1) for automatic track positioning in ballastless track systems, comprising: a frame (11); a carriage body (12) slidably connected to the frame (11) along a transverse direction, where the carriage body (12) comprises at least two pairs of downwardly oriented wheels (13) configured for rolling on respective two rails (110) of a track (100) and at least two downwardly oriented retractable clamps (14) for clamping the two rails (110); two vertical parallel extendable cylinders (15) connected to the frame (11), where the cylinders (15) are configured for extending vertically downwards such that, upon resting on the ground, the frame (11) elevates, wherein the connection between the cylinders (15) and the frame (11) further comprises a rotatable joint configured for rotating the frame (11) with respect to the cylinders (15) around an essentially longitudinal direction.

Description

OBJECT OF THE INVENTION

The object of the present invention is a device designed for positioning track sections prior to fixing the tracks in a ballastless track system.

PRIOR ART

A ballastless track or slab track is a type of railway track infrastructure in which the traditional elastic combination of ties/sleepers and ballast is replaced by a rigid construction of concrete. In ballastless tracks, the rails are first rigidly fastened to special types of ties/sleepers usually made of steel bars. Then, once the track is correctly positioned, these steel ties/sleepers are set in concrete. Ballastless tracks therefore offer a high consistency in track geometry. The geometry of ballastless track therefore cannot be adjusted after concreting the ties/sleepers.
In view of the above, a positioning step needs to be carried out before concreting the ties/sleepers for ensuring that each and every track section is correctly positioned. The positioning step starts from a situation where the track lies on a solid foundation or substructure. A track section is then displaced vertically, laterally (also known in the art as "slewing") and/or rotated (also known in the art as "camber" ) as required in order to arrive at a corresponding target position. Once in the target position, said track section is immobilised by known means. Then, a subsequent track section is positioned and immobilised in its respective target position, and so on. Once all track sections of a portion of the tracks are immobilised in the respective correct positions, concrete is poured for fixing the position of said portion of the track permanently.
Fig. 1 shows an exemplary portion of track (100) comprising approximately two sections before the steps of track positioning and concrete pouring. The track (100) comprises a pair of rails (110) fixed to a plurality of concrete feet (120). In turn, each pair of laterally aligned concrete feet (120) is connected by sleepers (130) made of a frame of steel bars. The track (100) is initially supported in a provisional position relatively close to the target position. Then, either manually or by means of a prior art device disclosed below, each section of the track (100) is successively positioned in the respective target position. Topographic methods, which do not form part of the present invention, are employed for checking the position of each track section and for determining whether said track section is in the corresponding target position. Finally, by means of horizontal and vertical supports (140, 150) anchored to the underlying concrete substructure, each section of track (100) is immobilised in the target position.
Each horizontal support is an extensible cylinder (140) extending essentially along a lateral direction and having one end fixed to a rail (110) and an opposite end anchored to a portion of a fixed concrete structure. Normally, only one extensible cylinder (140) positioned at one of the sides of the track (100) is provided per section of the track (100), such that actuation thereof blocks any further lateral movement of said section of the track (100). In turn, each vertical support is a threaded rod (150) that is threaded to a connector fixed to a rail (110), and having a lower end supported by the underlying concrete substructure. Normally, two threaded rods (150) are provided per section of the track (100), one for each of the rails (110), such that when these two rods (150) are threaded in the respective threaded holes of the substructure, any further vertical movement of each rail (110) of said section of the track (100) is blocked.
Usually, the step of positioning each section of track is carried out essentially manually. To do so, the topographic means are first used for determining the approximate corrections needed for a track section to arrive at the target position. Then, operators displace the track section accordingly using manuals means such as jacks and measuring tape. The topographic means are then used again for calculating a deviation with respect to the target position (in this respect, note that the tolerances permitted are in the range of millimetres), and a new iteration begins. This process is too time consuming and requires several operators.
Document ES2364635 discloses a prior art device (200) for automatically positioning track sections prior to the step of concreting. As shown in Fig. 2, the prior art device (200) comprises a frame (210) rigidly fastened to a pair of parallel retractable cylinders (220). A carriage body (211) is slidably connected to the frame (210), such that the carriage body (211) can slide transversely with respect to the frame (210), i.e. the transverse direction is always perpendicular to the cylinders (220) and it is also contained in a plane perpendicular to the natural displacement direction of the device (200) along the track (100). The feet (221) are provided with spherical joints for allowing the cylinders (220), and therefore also the frame (210) fastened thereto, to incline towards the sides of the track (100). Two pairs of wheels (not shown in the figure) are fastened to the carriage body (211) for the device (200) to advance along the track (100). A pair of downwardly oriented clamps (230) are fastened to both lateral sides of the carriage body (211) for clamping the rails (110).
In use, the device (200) advances with the wheels on the track (100) and with the cylinders (220) in a retracted position, until a section of track (100) to be positioned is reached. Then, the cylinders (220) are extended vertically downwards until the feet (221) rest firmly on the substructure between the rails (110), and therefore the frame (210) and carriage body (211) elevate. The rails (110), clamped by the clamps (230) fastened to the carriage body (211), also elevate. The cylinders (220) extend a required distance for adjusting the vertical position and camber essentially simultaneously, and the carriage body (211) slides transversely in perpendicular to the cylinders (220) for adjusting the horizontal position. The track (100) is then immobilised by means of the horizontal support (140) and the vertical support (150).

SUMMARY

The prior art device disclosed above was never used in a commercial basis due to lack of efficiency and accuracy. The inventors of the present application discovered that the reason for this inefficiency is related to the mechanical configuration of the device.
Indeed, as disclosed above, the position adjustment of a section of track (100) comprises three basic movements: horizontal displacement, vertical displacement, and camber. The prior art device (200) can adjust the camber and the vertical and horizontal position of the track (100) by means of extending/retracting the cylinders (220) and by transversely sliding the carriage body (211). However, note that, when the cylinders (220) do not extend synchronously, a lateral inclination appears. While this inclination allows for the camber to be adjusted, it also implies a horizontal and vertical displacement of the track (100). An iterative process for re-adjusting the horizontal and vertical displacement is therefore needed. However, this is no easy task taking into account the weight supported by the cylinders (220), i.e. the weight of the track (100), the frame (210) and the carriage body (211), and therefore important positioning errors arise. For this reason, the operation of the prior art device (200) requires a large number of iterations for effectively reaching the target position, where each iteration comprises a step of displacing the track (100) towards the target position followed by a step of checking whether the track (100) is in sufficiently close to said target position. If it is not sufficiently closed, a subsequent iteration is carried out.
Consequently, the time needed for the prior art device to reach the target position is excessively long, and the accuracy is frequently insufficient.
The inventor of the present application solves this problem by means of a novel mechanical structure where columns need not incline laterally, i.e. the weight of the section of track plus the carriage body is always supported on vertical columns. (the columns are essentially vertical at all times). With this configuration, no lateral biasing force affects the positioning of the section of track, and the accuracy of the positioning step increases dramatically. Therefore, the device of the present invention needs not carry out an iterative positioning process: one single positioning phase suffices for reaching the target position. This configuration thus provides for a faster and more accurate operation of the device.
In the present document, the "track" comprises a pair of rails connected by means of ties/sleepers. In a particular configuration, the tracks are fixed to a plurality of concrete feet, where pairs of laterally aligned feet are connected by means of sleepers made of a frame of steel bars.
In the present document, the track comprises a number of "track sections", where each track section is a length of track of several meters. In turn, a "track portion" comprises a plurality of track sections. The length of the track portions depends on several factors, but it is conventionally between 144 m to 288 m.
In the present document, the "longitudinal direction" refers to the main direction of the track. In turn, the "lateral direction" refers to a direction perpendicular to the longitudinal direction and contained in a plane that is parallel to the plane of the track.
In the present document, the "horizontal displacement" or "slew" refers to a displacement of the track section along the lateral direction, the "vertical displacement" refers to a displacement of the track section essentially vertically in perpendicular to the ground plane, and the "camber" refers to an inclination of the track section with respect to the ground plane.
According to the present invention, the device for automatic track positioning in ballastless track systems comprises essentially the following parts:

a) A frame. The frame can have any configuration provided it is sufficiently rigid for supporting the rest of elements forming part of the device. For example, the frame can be made of a structure made of metallic beams or girders.
b) A carriage body slidably connected to the frame along a transverse direction. In this context, the transverse direction has a lateral component and, at the same time, is perpendicular to a longitudinal direction of the track along which the device moves when in normal use. The carriage body further comprises at least two pairs of downwardly oriented wheels configured for rolling on respective two rails of a track and at least two downwardly oriented retractable clamps configured for clamping the two rails.
c) Two vertical parallel extendable cylinders connected to the frame, where the cylinders are configured for extending vertically downwards such that, upon resting on the ground, the frame elevates.

Now, the above parts are known from the prior art device mentioned above. However, the present invention differs from said prior art device in that the connection between the cylinders and the frame further comprises a rotatable joint configured for allowing for a rotation of the frame with respect to the cylinders around an essentially longitudinal direction.
This configuration is advantageous in that the cylinders no longer incline laterally for correcting the camber of the track section. On the contrary, the cylinders are always in a vertical position and the camber is corrected by extending the cylinders differently, whereby the frame rotates with respect to the cylinders for providing the camber. The direction of the weight of the track section, the frame and the carriage body is therefore at all times coincident with the vertical columns, and no lateral bias appears. The accuracy of the lateral, vertical and camber adjustments is therefore much higher in comparison with the prior art device.
In a preferred embodiment, the slidable connection between the carriage body and the frame comprises the carriage body having rails supported on, and running along, linear guides fastened to the frame. Even more preferably, the rails protrude downwardly from the carriage body and the linear guides have an upwardly oriented cavity configured for slidably receiving the rails, such that the carriage body slidably rests on the frame. The device may further comprise a hydraulic cylinder for causing the carriage body to slide with respect to the frame.
This configuration is advantageous in that, by the carriage body resting on the frame instead of hanging therefrom, the life of these parts is extended. Further, only one high power cylinder is needed for providing the camber.
In a further preferred embodiment, the device of the invention further comprises extension parts configured to be inserted between wheels and between clamps for adapting the device selectively to a first track gauge, when not inserted, or to a second track gauge, when inserted, where the first track gauge is narrower than the second track gauge. Even more preferably, the extension parts comprise:

pairs of wheel extension parts configured for connection to both ends of each axle of the wheels to increase the axle length from the first track gauge to the second track gauge;
pairs of clamp extension parts configured for connection between the carriage body and each clamp to increase the distance between clamps from the first track gauge to the second track gauge.

This configuration is advantageous in that the device may be adapted to different track gauges. Merely as an example, the two most widely used track gauges in Spain are the Iberian gauge (1668 mm) and the European gauge (1435 nn). In this case, each extension part has a width of (1668 - 1435) / 2 = 116,5 mm. Thus, the default dimensions of the device of the invention correspond to the narrowest gauge, i.e. the European gauge. Now, to adapt the device to the Iberian gauge, the 116,5 mm wide wheel extension parts are inserted at both ends of each wheel axle, therefore combining for a wheel gauge increase of 231 mm, i.e. from 1435 mm (European gauge) to 1668 mm (Iberian gauge). Similarly, the 116,5 mm wide clamp extension parts are inserted between the carriage body and each clamp, therefore combining for increasing the distance between clamps in 231 mm.
In a still further preferred embodiment, the device of the invention also comprises detection means for detecting the position of a threaded rod immobilising a section of the track. More preferably, the detection means comprises a rod protruding laterally outwards from a portion of a clamp support fastened to the carriage body. Thus, detection takes place when the rod hits the threaded rod.
This configuration is advantageous in that the operator no longer needs to stop the device manually when moving along the track from a track section to the next. The detection means automatically detects the position of a threaded rod corresponding to the next track section, and the device automatically stops. Then, the positioning process for said track section takes place. Once the track section is immobilised by the operator actuating the corresponding horizontal and vertical supports, the device advances again until the detection means detects the next threaded rod corresponding to the next track section.
In still one more preferred embodiment, the clamps are configured for alternating between a retracted open position, an extended open position, and an extended closed position. More preferably, each clamp comprises a hydraulic cylinder actuating a clamp cam part which, in turn, is connected to an upper portion of a clamp end part. A central portion of the clamp end part is rotatably connected to the clamp support by means of a rotatable joint, and the rotatable joint is, in turn, configured to slide vertically between an upper position and a lower position. Further, a spring biases the rotatable joint vertically upwards, such that the clamp can only close when the rotatable joint is in the lower position.
This configuration is advantageous because the possibility of a rail being accidentally hooked by the clamp during the clamp retraction motion is prevented. Indeed, the clamp can only close when in the completely extended, lowermost position. Thus, after a rail is immobilised by the horizontal and vertical supports, the clamp holding said rail can only open when in the lowermost position. It cannot retract upwards, hooking the rail accidentally.
In one more preferred embodiment, the device further comprises a track gauge sensor for obtaining the exact distance between corresponding rails. More preferably, the track gauge sensor comprises two probes provided adjacent the clamps for contacting an inner side of the rails. Thereby, the distance between the tracks i.e. the track gauge is obtained.
In still one more preferred embodiment, one of the foots is laterally displaceable with respect to the corresponding cylinder. This configuration is advantageous in that a better, more firm support against the ground can be obtained.
Finally, in a further preferred embodiment of the invention, the device of the invention comprises rechargeable batteries. Thus, all actuation means comprised in the device, such as the actuation means causing the cylinders to extend and retract, the actuation means causing the clamps to open and close, the actuation means causing the carriage body to displace transversely, or the actuation means causing the device as a whole to move along the rails from one track section to the next, are directly or indirectly actuated by the power provided by the batteries. The batteries may be recharged by any means, such as solar cells.
This configuration is particularly advantageous when the device is operated inside a tunnel where combustion gasses emitted by a conventional combustion engine are particularly dangerous. In this respect, note that the positioning of the track may take place prior to the installation of ventilators for evacuating hazardous gasses present inside the tunnel.

BRIEF DESCRIPTION OF THE DRAWINGS

Fig. 1 is a perspective view of a portion of track.
Fig. 2 is a front view of a prior art device.
Fig. 3 is a front view of the device of the invention.
Fig. 4 is a perspective, more detailed view of a portion of the device of the invention.
Fig. 5 is a perspective view showing the connection means between the frame and the carriage body of the device of the invention.
Fig. 6 is a perspective view showing the detection means of the invention.
Figs. 7A-7C are perspective views showing the operation of the clamp of the device of the invention.
Figs. 8A and 8B are cross-section views showing the wheel extension parts of the device of the invention.
Fig. 9 is a perspective view of a clamp extension part of the device of the invention.
Fig. 10 is a perspective view of the track gauge sensor of the device of the invention.

DESCRIPTION OF A PREFERRED EMBODIMENT

Fig. 3 shows a front view of the device (1) of the invention while holding a pair of rails (110) forming part of a section of track (100). The device (1) comprises a pair of parallel vertical extendable cylinders (15) having respective feet (28). A frame (11) is connected to the cylinders (15) by means of a rotatable joint (not shown in the figures) along an essentially longitudinal axis. Note that the longitudinal rotation axis of said rotatable joint is coincident with the longitudinal direction of the rails (110) along which the device (1) is configured to advance. When an extension length of the cylinders (15) is different from an extension length of the other cylinder (15), the frame (11) rotates around the respective rotatable joints, thereby providing the camber to the section of track (100).
A carriage body (12) rests on the frame (11) and is slidably connected thereto along a transverse direction. As disclosed above, the transverse direction has a lateral component and a vertical component, and it is contained in a plane that is perpendicular to the longitudinal direction of the track (100). Therefore, when causing the carriage body (12) so slide transversely with respect to the frame (11) by actuating hydraulic cylinder (18), the displacement of the section of track (100) clamped by the clamps (14) connected to the carriage body (12) also has a lateral component and a vertical component.
The slidable connection between the frame (11) and the carriage body (12) is shown in detail in Figs. 4 and 5. An upper side of the frame (11) comprises a number of linear guides (16). Each linear guide (16) has a U-shaped cross-section with the cavity oriented upwards. In this particular example, two pairs of linear guides (16) aligned along the transverse direction are provided. In turn, a lower side of the carriage body (12) has a pair of downwardly oriented rails (16) respectively housed inside the corresponding cavities of the linear guides (16). The carriage body (12) therefore rests on the frame (11). When the hydraulic cylinder (18) is actuated, the carriage body (12) moves in a transverse direction with respect to the frame (11).
The device (1) of the invention also comprises two pairs of wheels (13) fastened to respective lateral ends of the carriage body (12). The wheels (13), not shown in Fig. 3, are configured for resting on the respective rails (110). The device (1) of the invention can therefore move longitudinally along the track (100) from one track section to the next. Dedicated actuation means (not shown in the figures) are provided in order cause the device (1) to move along the track (100).
The device (1) of the invention also comprises a pair of clamp supports (22) protruding downwardly from both lateral sides of the carriage body (12). At a lowermost portion of each clamp support, in a position near the rails (110) of the track (100), respective pairs of clamps (14) are provided. Also at a lowermost portion of at least one of the clamp supports (22), a detection means is provided.
The detection means is shown in detail in Fig. 6. The detection means is configured for detecting the moment when the device (1), when advancing longitudinally along the rails (110), reaches the position of a subsequent track section. The detection means mainly comprises an elongated part (29) connected to the lowermost portion of the clamp support (22). At a free end of the elongated part (29), a detection rod (21) is provided. The elongated part (29) can move between a detection means active position where the detection rod (21) protrudes laterally from the track (100) and a detection means inactive position where the detection rod (21) does not protrude laterally from the track (100). In this exemplary embodiment, in the inactive position the detection rod (21) adopts a vertical position, while in the active position the detection rod (21) adopts a laterally oriented horizontal position. Now, when the device (1) of the invention advances along the track (100) with the detection means in the active position, eventually the detection rod (21) hits a vertical threaded rod (150) fastened to the corresponding rail (110). A suitable sensor is configured for detecting this situation. The device (1) can then be programmed for stopping automatically, or alternatively an alarm can be provided for indicating the operator to manually stop the movement of the device (1) along the track (100).
The device (1) of the invention also comprises two pairs of clamps (14) connected to the carriage body (12) by means of corresponding clamp supports (22). Fig. 7A shows the clamps (14) when in a retracted open position, Fig. 7B shows the clamps (14) when in an extended open position, and Fig. 7C shows the clamps (14) when in an extended closed position.
The clamps (14) are carefully designed to open and close according to the sequence shown in Figs. 7A-7C for preventing accidentally hooking the rail (110) when releasing said rail (110). Each individual clamp (14) comprises a hydraulic cylinder (not shown in the figures) having a vertical stroke. The hydraulic cylinder displaces a clamp cam part (23) vertically. The clamp cam part (23), in turn, is connected to an upper portion of a clamp end part (24), and a central portion of the clamp end part (24) is rotatably connected to the clamp support (22) by means of a rotatable joint (25). In turn, the rotatable joint (25) is configured to slide vertically between an upper position and a lower position, where a spring (26) biases the rotatable joint (25) vertically upwards, such that the clamp (14) can only close when the rotatable joint (25) is in the lower position.
Now, in the retracted open position shown in Fig. 7A the first hydraulic cylinder is in the upper position and the rotatable joint (25) is also in the upper position biased by the spring (26). Then, the hydraulic cylinder displaces the clam cam part (23) downwards. As a consequence, as shown in Fig. 7B, the clamp end part (24) is pushed downwards, the rotatable joint (25) overcomes the force of the spring (26), and therefore the rotatable joint (25), and therefore also the clamp end part (24) as a whole, moves downwards. The clamp (14) is now in the extended open position. Since the clamp (14) has not yet started to close, the free ends of the clamp end parts (24) of the clamp (14) find no obstacle for moving downwards on either side of the rail (110). The hydraulic cylinder keeps moving downward, thus displacing the clamp cam part (23) further downwards. Now, the connection between the hydraulic cylinder and the clam cam part (23) is rotatable and therefore, once the rotatable joint (25) reaches its lower position, the clamp end part (24) can only rotate around the rotatable joint (25). The clamp (14) then closes.
Fig. 8A and 8B further show respective wheel extension parts (19a, 19b) configured for allowing the device (1) to adapt to different track gauges. In particular, there is a first wheel extension part (19a) configured to be installed between an end of an axle and an idle wheel (13), and a second wheel extension part (19b) configured to be installed between an end of an axle (20) and a drive wheel (13). These wheel extension parts (19a, 19b) have an essentially cylindrical shape having connection means with both the corresponding wheel and axle, i.e. flanges, threaded rods, or the like. By installing these wheel extension parts (19a, 19b), the distance between the wheels increases, and therefore the device (1) of the invention can adapt to a greater track gauge in comparison with the default configuration with no extension parts.
The clamp extension parts (30) shown in Fig. 9 have a similar function as the wheel extension parts (19a, 19b) disclosed above. They are designed to be inserted between the carriage body (12) and each clamp support (22) in order to increase distance between clamps (14). In this case, the shape is not cylindrical, and a number of holes for bolts or screws are provided for connection to the clamp support (22) and the respective lateral end of the carriage body (12).
Fig. 10 shows the track gauge sensor having a probe with a wheel turning against an inner side of the rail (110) for measuring a distance between a fixed point of the carriage body (12) and the rail (110). A similar device is provided at the opposite end of the carriage body (12). Thus, the real distance between the two rails (110) is known at all times.

Claims

Device (1) for automatic track positioning in ballastless track systems, comprising:
- a frame (11);

- a carriage body (12) slidably connected to the frame (11) along a transverse direction, where the carriage body (12) comprises at least two pairs of downwardly oriented wheels (13) configured for rolling on respective two rails (110) of a track (100) and at least two downwardly oriented retractable clamps (14) for clamping the two rails (110);

- two vertical parallel extendable cylinders (15) connected to the frame (11), where the cylinders (15) are configured for extending vertically downwards such that, upon resting on the ground, the frame (11) elevates,
characterized in that the connection between the cylinders (15) and the frame (11) further comprises a rotatable joint configured for allowing a rotation between the frame (11) with respect to the cylinders (15) around an essentially longitudinal direction.
Device (1) according to claim 1, where the slidable connection between the carriage body (12) and the frame (11) comprises the carriage body (12) having rails (17) supported on, and running along, linear guides (16) fastened to the frame (11).
Device (1) according to claim 2 where the rails (17) protrude downwardly from the carriage body (12) and the linear guides (16) have an upwardly oriented cavity configured for slidably receiving the rails (17), such that the carriage body (12) slidably rests on the frame (11).
Device (1) according to any of claims 2-3, further comprising a hydraulic cylinder (18) for causing the carriage body (12) to slide with respect to the frame (11).
Device (1) according to any of the previous claims, further comprising extension parts (19a, 19b) configured to be inserted between wheels (13) and between clamps (14) for adapting the device (1) selectively to a first track gauge when not inserted or to a second track gauge when inserted, where the first track gauge is narrower than the second track gauge.
Device (1) according to claim 5, where the extension parts comprise:
- pairs of wheel extension parts (19a, 19b) configured for connection to both ends of each axle (20) of the wheels (13) to increase the axle length from the first track gauge to the second track gauge;

- pairs of clamp extension parts configured for connection between the carriage body (12) and each clamp (14) to increase the distance between clamps (14) from the first track gauge to the second track gauge.
Device (1) according to any of the previous claims, further comprising detection means for detecting the position of a threaded rod (150) immobilising a section of the track (100).
Device (1) according to claim 6, where the detection means comprises a rod (21) protruding laterally outwards from a portion of a clamp support (22) fastened to the carriage body (12), such that detection takes place when the rod (21) hits the threaded rod (150).
Device (1) according to any of the previous claims, where the clamps (14) are configured for alternating between a retracted open position, an extended open position, and an extended closed position.
Device (1) according to claim 9, where each clamp (14) comprises a hydraulic cylinder actuating a clamp cam part (23) which, in turn, is connected to an upper portion of a clamp end part (24), where a central portion of the clamp end part (24) is rotatably connected to the clamp support (22) by means of a rotatable joint (25), and where the rotatable joint (25) is, in turn, configured to slide vertically between an upper position and a lower position, where a spring (26) biases the rotatable joint (25) vertically upwards, such that the clamp (14) can only close when the rotatable joint (25) is in the lower position.
Device (1) according to any of the previous claims, further comprising a track gauge sensor (27) for obtaining the exact distance between corresponding rails (110).
Device (1) according to claim 11, where the track gauge sensor two probes provided adjacent the clamps (14) for contacting an inner side of the rails (110).
Device (1) according to any of the previous claims, where one of the foots (28) is laterally displaceable with respect to the corresponding extendable cylinder (15).
Device (1) according to any of the previous claims, further comprising rechargeable batteries.