• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    The invention provides a device (10) for dynamically slowing down a rail vehicle on a railroad (12) from speed to standstill in a controlled deceleration process. The device (10) comprises a set of two independent mechanisms arranged between the rails of a rail track (12) and below the railhead level. Each mechanism is configured to be contactable with a wheel flange (22) of an opposite wheel of a railroad vehicle wheel set to dynamically counteract the movement of the wheel with which it is in contact. Each mechanism is independent between a first raised position where the mechanism is in contact with the wheel flange (22) of the rail vehicle and a second lowered position where the mechanism is below the rail head level and lower than the wheel flanges (22). of the rail vehicle is retracted so that the wheel can move freely, movable.
    公开号:AT15955U1
    申请号:TGM50163/2017U
    申请日:2017-09-04
    公开日:2018-10-15
    发明作者:
    申请人:Argent Industrial Ltd；
    IPC主号:
    专利说明:

    description
    DEVICE FOR STOPPING AND / OR LOCKING RAIL VEHICLES ON A RAILWAY
    The invention relates to a device for stopping and / or locking rail vehicles on a rail track.
    BACKGROUND OF THE INVENTION
    It is often desired to decelerate moving trains in a controlled deceleration process or to bring them to a complete stop without using a massive buffer.
    In addition, as the use of remote-controlled locomotives becomes standard, the provision of a safety device which prevents trains from being removed from the rails or marshalling yards without prior notification to the owner or trains being obstructed or obstructed becomes increasingly important Areas are moved in which accidents and injuries are possible due to a visual obstruction of the locomotive driver.
    Known devices that attempt to control the deceleration process include wheel claws for clamping the wheels on both sides. These use frictional forces to reduce the speed to zero. However, these devices can not lock the vehicles because even small forces are sufficient to overcome the friction and push the vehicles through the device.
    It is an object of the present invention to provide a device for stopping and / or locking rail vehicles on a rail in a controlled deceleration process, which at least partially takes into account the aforementioned requirements.
    SUMMARY OF THE INVENTION
    According to the present invention, there is provided a controlled deceleration device for dynamically decelerating a rail vehicle on a railroad from speed to standstill, the device being interposed between the rails of the railroad track and having a set of two independent mechanisms, each of which is configured that it can be brought into contact with a wheel flange of an opposite wheel of a wheel set of the rail vehicle in order to counteract the movement of the wheel with which it is in contact; each mechanism being independently between a first raised position in which it contacts the wheel flange of the rail vehicle and a second position in which the mechanism is lowered to a position which is below the rail head level and lower than the wheel flanges of the rail vehicle, so that the wheel can move freely, is movable.
    By independently moving each mechanism, unnecessary stresses associated with misalignment of the wheels in the wheel set can be avoided, so that improved individual wheel contact by each mechanism is possible. In addition, one mechanism can be operated alone without the other.
    Each mechanism may comprise an articulated arm, each articulated arm having two arm elements, namely a trailing arm element and a thrust arm element, each arm element having a free end and a connected end, and wherein the arm elements are connected at their joined ends by a link arm Shaft for making a central connection are interconnected.
    [0009] Each articulating arm is between a first position in which the free ends of the arm members are furthest apart and the shaft is lowered, and a second position in which the free ends of the arm members are moved towards each other and the shaft is raised is, movable.
    Further, an antifriction roller may be coaxially mounted on each shaft, each antifriction roller being biased toward the outer, wheel-side end of the shaft by a compression spring to ensure contact of the antifriction roller with the wheel flange of the rail vehicle when the articulated arm in the raised position is arranged.
    The outer diameter of each anti-friction roller may be tapered along its longitudinal extent, wherein the outer diameter of each roller increases in the direction of the wheel-facing end.
    The contact of the anti-friction roller with the rotating rail vehicle wheel causes the anti-friction roller to rotate or "slippage" in the direction opposite the rotating rail vehicle wheel so that the rail vehicle wheel can continue to rotate and roll on the rail without sliding or lifting.
    The free ends of each arm member may be slidably disposed in arm slide guides which cause the arms to remain aligned.
    A hydraulic cylinder for raising and lowering the articulated arm may be disposed at the free end of each follower arm member, and a hydraulic buffer for absorbing the energy and / or the forward momentum of the rail vehicle wheels may be disposed at the free end of each push arm member ,
    Furthermore, it is proposed that the controlled deceleration device, comprising the articulated arms, Armgleitführungen, hydraulic cylinders and hydraulic buffer, is pre-assembled as a unit in a housing, and the housing between the rails and in the track rail of the rail track for absorbing and dissipating the forces, which occurs during the controlled deceleration or stopping of the rail vehicle is installed.
    Length and width of the housing may vary depending on the buffer used as well as on the gauge of the particular country or the railway line in which the device is installed.
    The depth of the housing can be between 250 mm and 1000 mm.
    BRIEF DESCRIPTION OF THE DRAWINGS A preferred embodiment of the invention will now be described by way of example with reference to the following drawings.
    Fig. 1 is an isometric view of the device according to the invention, in which the articulated arms are shown in the raised position; Fig. 2 is an isometric view of an articulated arm of the device according to the invention; Fig. 3 is a plan view of an anti-friction roller according to the invention; Fig. 4 is an end view of the device according to the invention in which an arm is actuated; Fig. 5 is a side view of the device according to the invention, in which the articulated arms are arranged in the lowered position; Fig. 6 is a side view of the device according to the invention, in which the articulated arms are arranged in the raised position; Fig. 7 is a standard projection of the steel housing in which the device is installed; Fig. 8 is a side view of the steel housing; Fig. 9 is an isometric projection of the device according to the invention showing the independent movement of the articulated arms; and Fig. 10 is an isometric projection of the device of the invention in which the articulated arms are located in the lowered position.
    DETAILED DESCRIPTION OF THE INVENTION
    With reference to Figures 1 to 8, in which like features of the invention are denoted by the same reference numerals, the controlled deceleration device 10 for controlled stopping and / or locking of rail vehicles on a rail track 12 consists of a set of articulated arms 24, which are independently movable and which are arranged between the rails 12. Each articulated arm 24 comprises two arm elements, namely a trailing arm 26 and a push arm 28, which are connected together at a connection 30 by a shaft 18.
    Referring to Figs. 2 to 4, an anti-friction roller 14 is coaxially attached to each shaft 18. Each roller 14 is biased toward the wheel-side end of each shaft 18 by a compression spring 20 to ensure maximum contact between the anti-friction rollers 14 and the track wheels 22 of the rail vehicle, despite possible variations in flange or rail widths. Moreover, the outer diameter of each antifriction roller 14 tapers along at least a portion of its longitudinal extent such that the wheel-facing end 15 of each roller is wider than the shaft-facing end. This taper ensures that the roller 14 is pushed outwardly when brought into contact with the flange 22. When the radius of the wheel flange 22 contacts the tapered portion of the roller 14, the force of the wheel flange 22 on the roller 14 pushes outwardly and pushes the roller 14 to the wheel end of the shaft 18. Further outward movement of the roller is prevented internally the roller comes to rest on a shaft (not shown) on the shaft 18.
    The rollers 14 rotate freely to minimize the possibility of blockage when the flange 22 contacts the roller 14, reducing the possibility of the wheel rising or sliding on the rail 12.
    With reference to Figures 5 and 6, the free ends 32, 34 of each articulated arm 26, 28 are slidably disposed in arm slide guides 36 which cause the arms to remain aligned. Pins 38, 40 extending from each arm member are slidably received in slots 42, 44 in the arm slide guides 36 such that the arm slide guides 36 also act as a solid stop for the arm members 26, 28 when raised or lowered, to ensure correct positioning of the arm members in either the raised or lowered position.
    A hydraulic cylinder 46 is disposed at the free end of each caster arm 26, while a hydraulic buffer 48 is disposed at the free end of each pusher arm 28. The hydraulic cylinder 46 causes movement of the articulated arm 24 while the hydraulic buffer 48 prevents the wheel from rising and exposing the rail vehicle to excessive reaction force. The specifications of the buffer 48 are determined based on the dynamic power required for the particular application. The buffer 48 also slows down the vehicle within the allowable levels of acceleration determined by the cargo being transported on the rail vehicle.
    The hydraulic cylinder 46 may be operated either by manual controls or integrated with the railroad computer control system and controlled via the safety procedures incorporated into the railroad operating system.
    Referring to Figs. 7 and 8, the entire apparatus is preinstalled as a unit in a steel housing 50 for installation in rail bed 52 of rail track 12. The steel housing 50 is installed in the rail bed 52 of the railroad and the umlie ing gravel and gravel are tamped in and around the thresholds 54 so that the trough forms an integral with the rail bed of the railroad. This ensures that all forces occurring during deceleration or static locking are transmitted through the steel housing 50 and to the rail track 52 around the track. The volume and footprint of the housing are relevant in that they dissipate the forces over a larger area, rather than concentrating the forces in a region of the housing. The length and the width of the housing depend on the buffer used as well as on the rail gauge of the specific country or railway track in which the device is installed. Rail track widths range from about 597 mm (narrow) to about 2140 mm (broad gauge), with a standard track width of 1435 mm. On average, the depth of the housing is between 250 mm and 1000 mm.
    In use, the controlled deceleration device 10 is installed between two rails 12 which form a railroad track at a location where the rail vehicle user wishes to prevent the rail vehicle from moving beyond the predetermined position.
    When it is necessary to stop a rail vehicle, one or both hydraulic cylinders 46 are actuated so that one or both trailing arms 26 are slid forwardly along the arm slide guides 36 until the pin 38 extending from each rear arm extends, the end of the guide slot 42, in which it is arranged, reached in order to prevent further movement of the or the trailing arms. The forward movement of each caster arm 26 causes each pusher arm 28, already in contact with the hydraulic buffer surface 48 and unable to move back, to be lifted upwardly, thereby lifting the linkage 30 and shaft 18 of the articulated arm 24.
    When each shaft 18 is raised, the anti-friction roller 14 disposed on the shaft is biased outwardly along the shaft 18 toward the wheel-facing end of the shaft to be ready for contact with a wheel 16.
    When a rail vehicle wheel 16 contacts the anti-friction roller 14, the rotation of the rail vehicle wheel 16 in one direction causes the anti-friction roller 14 to rotate or "slip" in the opposite direction so that the rail vehicle wheel 16 continues to rotate without gliding or lifting can roll on the rail. At the same time, the force of the forward pulse of the rail vehicle is transmitted from the rail vehicle wheel 16 via the roller 14 to the shaft 18 and along the push arm 28 to the buffer 48. This, in turn, causes the thrust arm 28 to push the buffer 48 inwardly, transferring energy from the rail vehicle to the buffer 48 and from the buffer 48 to the steel housing 50 and to the sleepers in the rail bed 52, the energy thereafter is derived in the rail bed 52.
    Referring to Fig. 9, since each articulated arm 24 is connected to its own hydraulic cylinder 46, the arms 24 are movable independently of each other. This allows for each anti-friction roller a better individual wheel contact and avoids unnecessary stresses that occur when the two wheels are not aligned at a wheel well exactly perpendicular to the device. The independent arms have the additional advantage that they can be used separately if necessary. Alternatively, for lighter applications, only one articulated arm can be used, or if one articulated arm fails, the other can still be used.
    In addition, the gap between the two separate articulated arms 24 provides space for drainage brake lines or other braking devices that may be present on the longitudinal axis of the rail vehicle.
    The controlled deceleration device 10 can decelerate the vehicle from a predetermined maximum speed to zero speed and thus dynamically decelerate the vehicle from stall to stall. Alternatively, the device 10 may only function as a mechanical stop at the selected location.
    Referring to Fig. 10, when it is not needed, the device is lowered to a position that is below the railhead level and lower than the track wheels of the rail vehicle to make room for the rail vehicle to be needed can move freely over the device.
    权利要求:
    Claims (16)
    [1]
    claims
    A controlled deceleration device (10) for dynamically slowing down a rail vehicle on a railroad (12) from speed to stoppage, the device (10) being disposed between the rails of the railroad (12); the apparatus (10) comprising a set of two independent deceleration mechanisms, each mechanism being configured to be in contact with a wheel flange (22) of an opposite wheel (16) of a wheel set of the rail vehicle to assist movement of the wheel (16 ), with which he is in contact, to counteract dynamically; and wherein each mechanism independently between a first, raised position, in which it is in contact with the flange (22) of the rail vehicle, and a second position, in which the mechanism is lowered to a position which is below the rail head level and lower as the flanges (22) of the rail vehicle is located so that the wheel (16) can move freely, is movable.
    [2]
    A controlled delay device (10) according to claim 1, wherein said delay mechanisms are operable individually or together.
    [3]
    A controlled retarder (10) according to claim 1 or 2, wherein each retarding mechanism comprises an articulated arm (24) having two arm members, namely a trailing arm member (26) and a thrust arm member (28), each arm member being a free one End and has a connected end, and wherein the arm members are connected at their connected ends by a shaft (18) for making a connection (30) with each other.
    [4]
    A controlled retarder (10) according to claim 3, wherein each articulated arm (24) is interposed between a first position in which the free ends of the arm members are farthest apart and the shaft (18) is lowered and a second position the free ends of the arm members are closer together and the shaft (18) is raised, is displaceable.
    [5]
    A controlled delay device (10) according to claim 3 or 4, wherein an anti-friction roller (14) is coaxially mounted on the shaft (18) of each articulated arm (24).
    [6]
    A controlled decelerator (10) according to claim 5, wherein each anti-friction roller (14) is biased toward the outer, wheel-side end of the shaft (18) by a compression spring (20) to contact the anti-friction roller (14) with the wheel flange (22) of the rail vehicle when the articulated arm (24) is located in the raised position.
    [7]
    A controlled retarder (10) according to claim 5 or 6, wherein the outer diameter of each anti-friction roller (14) tapers along at least a portion of the longitudinal extent, the outer diameter of each roller being directed towards the end (15) facing the wheel (16). increases.
    [8]
    The controlled deceleration device (10) of claim 6 or 7, wherein the contact of the anti-friction roller (14) with the rotating rail vehicle wheel (16) causes the anti-friction roller (14) to rotate in the opposite direction to the rotating rail vehicle wheel (16) so that the rail vehicle wheel (16) can continue to rotate and roll on the rail (12) without sliding or lifting off.
    [9]
    A controlled retarder (10) according to any one of claims 3 to 8, wherein the free ends (32, 34) of each arm member are slidably disposed in arm slide guides (36) which cause the arms to remain aligned.
    [10]
    A controlled deceleration device (10) according to any one of claims 3 to 9, wherein a hydraulic cylinder (46) for raising and lowering the articulated arm (24) is disposed at the free end of each trailing arm element (26).
    [11]
    A controlled delay device (10) according to any one of claims 3 to 10, wherein a hydraulic buffer (48) for absorbing the energy and / or forward momentum of the rail vehicle wheels (16) is disposed at the free end of each thrust arm member (28).
    [12]
    A controlled delay device (10) according to any one of claims 1 to 11, wherein the device (10) is mounted in a housing.
    [13]
    A controlled deceleration device (10) according to claim 12, wherein the housing is installed between the rails and in the rail bed (52) of the rail track (12).
    [14]
    A controlled delay device (10) according to any one of claims 12 or 13, wherein the housing absorbs the forces generated during the controlled deceleration or stopping of the rail vehicle.
    [15]
    A controlled deceleration device (10) according to any one of claims 12 to 14, wherein the length and width of the housing is dependent on the buffer used and on the gauge of the particular country or railway track in which the device (10) is installed ,
    [16]
    16. A controlled retarding device (10) according to any one of claims 12 to 15, wherein the depth of the housing can be between 250 mm and 1000 mm. For this 7 sheets drawings
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    同族专利:
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    RU179766U1|2018-05-23|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    SU761339A1|1978-09-21|1980-09-07|Vladimir S Fedyanin|Arrangement for retarding vehicle motion|
    DD290850A5|1989-12-27|1991-06-13|Deutsche Reichsbahn, Forschungs Und Entwicklungswerk|Bar retarder|
    CN2690249Y|2003-10-20|2005-04-06|沈铁吉林建设工程集团站场自动化工程有限公司|Lift locking, parking, anti-slide device for raiway vehicle|
    CA2701007A1|2010-03-26|2011-09-26|Aaa Sales & Engineering, Inc.|Devices and systems for stopping travel of a railcar|
    US20120012027A1|2010-05-20|2012-01-19|Argent Industrial Limited|Stop device for rail cars and in particular for use with tracks in classification yards|
    US4080904A|1976-07-28|1978-03-28|Heyl & Patterson, Inc.|Railway car positioning apparatus|
    SU1093591A1|1983-02-11|1984-05-23|Московско-Курское Отделение Московской Ордена Ленина Железной Дороги|Track stop|
    SU1284868A1|1984-12-14|1987-01-23|Всесоюзный Научно-Исследовательский Институт Железнодорожного Транспорта|Rail braking device|RU2694881C1|2018-08-24|2019-07-17|Акционерное общество Научно-исследовательский и конструкторско-технологический институт подвижного состава |Lever-spring deviceand method of fastening railway stock|
    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    ZA201606396|2016-09-05|
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