CA2394813A1 - Device and a method for adjusting the position of wagons - Google Patents
Device and a method for adjusting the position of wagons Download PDFInfo
- Publication number
- CA2394813A1 CA2394813A1 CA002394813A CA2394813A CA2394813A1 CA 2394813 A1 CA2394813 A1 CA 2394813A1 CA 002394813 A CA002394813 A CA 002394813A CA 2394813 A CA2394813 A CA 2394813A CA 2394813 A1 CA2394813 A1 CA 2394813A1
- Authority
- CA
- Canada
- Prior art keywords
- train
- cars
- positioning device
- active positioning
- overall
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Abandoned
Links
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61J—SHIFTING OR SHUNTING OF RAIL VEHICLES
- B61J3/00—Shunting or short-distance haulage devices; Similar devices for hauling trains on steep gradients or as starting aids; Car propelling devices therefor
- B61J3/08—Devices with reciprocated pushing bars or like driving mechanisms combined with the track for shunting or hauling cars
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
- B61D47/00—Loading or unloading devices combined with vehicles, e.g. loading platforms, doors convertible into loading and unloading ramps
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Transportation (AREA)
- Train Traffic Observation, Control, And Security (AREA)
- Vibration Prevention Devices (AREA)
- Fluid-Damping Devices (AREA)
- Automatic Assembly (AREA)
- Platform Screen Doors And Railroad Systems (AREA)
Abstract
The invention relates to a device for adjusting the position of wagons.
Integrated active positioning devices are provided at the transhipment locations and in the ballast of the track. The positioning devices are situated outside the free space when said positioning devices are in the lowered state and are provided with means for pressing against stop faces (12, 16) in the bottom area of the wagons (14) when said devices are in the extended state, whereby said free space is required for passing trains. The invention also relates to a method for adjusting the positions of wagons. The entire train is brought to a halt in a defined stabling zone by means of the locomotive and using target breaking. The break of the wagons is then released. In a third step, an active positioning device (19) is actuated on the first end of the entire train (18). A pushing body (8) thus presses against a stop face (12) in the bottom area of the first wagon until the first end of the train is brought into the correct transhipment position. An active positioning device (20) is then actuated on the second end of the entire train (18) and in the same manner until the second end of the train is brought into the correct transhipment position.
Integrated active positioning devices are provided at the transhipment locations and in the ballast of the track. The positioning devices are situated outside the free space when said positioning devices are in the lowered state and are provided with means for pressing against stop faces (12, 16) in the bottom area of the wagons (14) when said devices are in the extended state, whereby said free space is required for passing trains. The invention also relates to a method for adjusting the positions of wagons. The entire train is brought to a halt in a defined stabling zone by means of the locomotive and using target breaking. The break of the wagons is then released. In a third step, an active positioning device (19) is actuated on the first end of the entire train (18). A pushing body (8) thus presses against a stop face (12) in the bottom area of the first wagon until the first end of the train is brought into the correct transhipment position. An active positioning device (20) is then actuated on the second end of the entire train (18) and in the same manner until the second end of the train is brought into the correct transhipment position.
Description
Apparatus and method for adjusting the position of cars Description The invention relates to an apparatus for adjusting the position of cars in accordance with the precharacterizing clause of claim 1. The invention furthermore relates to a method for adjusting the position of cars in accordance with the precharacterizing clause of claim 9.
Patent Applications 199 28 435.0, 199 28 437.7 and 199 28 433.4 propose methods and apparatuses for loading and unloading freight cars as part of rail operations, these cars being suitable, in particular, for combined truck/rail traffic and making great demands in terms of the accuracy of the required positions of the individual freight cars of a freight train. Freight cars are generally positioned by manual operation of the brake or manual switching of the freight cars using a switching locomotive. In the case of sidings, bump stops or drag shoes are also used.
Patent Application 198 49 023.2 proposes a method for positioning a gain with a locomotive and a number of supporting cars, which are coupled by means of draw and buffing units with spring forces in between, a first end of the train being pre-positioned and a stop device being activated, after which the train is moved by the application of a tensile force until the stop interacts with a fixed counterstop and is extended further elastically against the spring forces, after which a further stop device is activated at a second end of the train and after which the tensile force is reduced and the train is moved back counter to the direction of extension under the influence of the spring forces until the further activated stop device interacts with a further counterstop while maintaining an elastic prestress.
Patent Applications 199 28 435.0, 199 28 437.7 and 199 28 433.4 propose methods and apparatuses for loading and unloading freight cars as part of rail operations, these cars being suitable, in particular, for combined truck/rail traffic and making great demands in terms of the accuracy of the required positions of the individual freight cars of a freight train. Freight cars are generally positioned by manual operation of the brake or manual switching of the freight cars using a switching locomotive. In the case of sidings, bump stops or drag shoes are also used.
Patent Application 198 49 023.2 proposes a method for positioning a gain with a locomotive and a number of supporting cars, which are coupled by means of draw and buffing units with spring forces in between, a first end of the train being pre-positioned and a stop device being activated, after which the train is moved by the application of a tensile force until the stop interacts with a fixed counterstop and is extended further elastically against the spring forces, after which a further stop device is activated at a second end of the train and after which the tensile force is reduced and the train is moved back counter to the direction of extension under the influence of the spring forces until the further activated stop device interacts with a further counterstop while maintaining an elastic prestress.
DE 298 22 746 U has disclosed an apparatus for adjusting the position of cars, active positioning devices integrated into the track bed of the track system, which lie outside the space required for rail operations when lowered and which have means for pressing against stop surfaces in the bottom area of the cars when extended, being provided at the loading points. The known apparatus has an active positioning device with an actuating cylinder connected to the track system and having an extendable piston rod, which actuates a buffing body at its end. A guide rail with a horizontal portion for guiding the buffing body is provided, the buffing body engaging in the guide rail via guide wheels. A train is positioned starting from the center of the train. It is also possible for a number of active positioning devices to be provided, each having the ability to interact with a respective car, but there is no fixed way of implementing~this.
The object on which the invention is based is to specify an apparatus for adjusting the position of cars that is suitable for the precise positioning of all cars of a train in a simple manner.
The intention is furthermore to specify a corresponding method for position adjustment.
As regards the apparatus, this object is achieved by the features indicated in the characterizing clause of claim 1 in conjunction with the precharacterizing clause.
As regards the method, this object is achieved by the features indicated in the characterizing clause of claim 9 in conjunction with the precharacterizing clause.
2a The advantages that can be achieved with the invention are, in particular, the fact that the proposed apparatus for adjusting the position of cars can be constructed in a simple manner from standard components and produced at low cost and allows accurate adjustment of all the cars of a train by careful positioning, in particular reduction of the length of the overall train or of individual train sections, thereby compensating for thermal influences on the length of the train, for example. By means of the method according to the invention, the cars are moved into exactly the right position in a partially or fully automated way. The actual positioning is accomplished without the active involvement of the locomotive.
Advantages that may be mentioned over a rigid-coupling option, which can likewise be used for positioning, are that, in the case of the proposal according to the invention, all the cars can be of identical construction, that it is possible to remove the cars as with normal train operations, that there is no additional expenditure for testing a rigid coupling in the approval procedure, that a low-cost regulating brake can be used and that there is no uncertainty as regards the dynamics of the train and as regards starting and braking operations.
Advantageous refinements of the invention are characterized in the subclaims.
Further advantages of the proposed apparatus and the proposed method will emerge from the following description.
The invention is explained in greater detail below with reference to the exemplary embodiments illustrated in the drawing, in which:
Fig. 1 shows the proposed active positioning device in section from the side, Fig. 2 shows a view of the active positioning device, Fig. 3 shows the end of the active positioning device in section, Figs 4, 5 and 6 show different options for position adjustment (methods).
Fig. 1 shows the proposed active positioning device in section from the side. It shows an actuating cylinder 1 (preferably a hydraulic cylinder), the first end of which is attached to a base plate 3 by means of a rotary joint 2. The base plate 3 in turn is mounted by means of suitable fixing devices (see number 17 in Fig.
2) to ties 4 of the track system (rail system) comprising rails S.
A piston rod 6 arranged at the second end of the actuating cylinder 1 is connected to a buffing body 8 via a rotary joint 7. This buffing body 8 is retained displaceably, by means of a number of guide wheels 9, in a guide rail 10, which is mounted in a fixed manner on the base plate 3 by means of a pedestal 11. The guide rail 10 has a first portion, which has a defined pitch and verifies the extension/lowering of the active positioning device, and a second, horizontal portion, which verifies the actual displacement of the cars to the right or left, both portions being connected to one another by a curved piece, allowing the guide wheels 9 to be displaced continuously along the different portions of the guide rail 10.
On its side facing away from the piston rod 6, the buffing body 8 has a main surface, which presses against a stop surface 12 of a positioning tunnel 13 situated in the bottom area of a car 14 as soon as the piston rod 5 is extended, with the result that the buffing body 8 is situated in the horizontal portion of the guide rail 10. The car 14 has another positioning tunnel 15 with a stop surface 16, which, although it has no function in the exemplary embodiment shown in Fig. 1, is used to move the car 14 in the opposite direction, in which case an active positioning device of identical-' construction, which presses in the opposite direction, is used (see, for example, numbers 20, 23, 29, 31 in Figs 4, 5 and 6?.
As an alternative, it is also possible to fit all the cars with just one positioning tunnel, which has stop surfaces for both directions of buffing.
Fig. 2 shows a view of the active positioning device.
It shows the base plate 3, mounted by means of fixing devices 17 on ties 4, and the actuating cylinder 1, fixed on said base plate in a moveable manner by means of the joint 2 and having piston rod 6, piston rod 6 moving the buffing body 8 by means of the joint 7 and this movement being guided by the guide rail 10 and the guide wheels 9 engaging in the latter.
Fig. 3 shows a section through the end of the active positioning device integrated into the track bed. It shows the car 14 with the positioning tunnel 13, the extended buffing body 8 projecting into the positioning tunnel 13, allowing the buffing body 8 to be pressed against the stop surface 12 (not shown) when required.
Joint 7 of the buffing body 8 and the guide wheels 9 guided in the guide rail 10 can be seen, as can the fixing of the guide rail 10 by means of pedestal 11 and base plate 3 on ties 4, which are used to mount the rails 5 of the track system.
It is important that the proposed active positioning device should be arranged in the track bed of the track system in such a way that it lies outside the space required for rail operations when lowered, thus allowing the track system provided with active positioning devices integrated into the track bed to be used by any standard train.
Figs 4, 5 and 6 show various options for position adjustment, the achievable accuracy of adjustment in the case of the second option being greater than with the first option and that with the third option being greater than that with the second option. For all three options illustrated in Figs 4, 5 and 6, the overall train is first of all brought to a halt by the locomotive in a defined siding area by means of targeted braking (e. g. ~ 1.5 meters) in a first step.
In a second step, the brake for the loading and unloading of the cars is released. If the locomotive is still coupled to the train, it must not be braked either.
According to the first option, shown in Fig. 4 (method involving two end positioning operations on the train), an active positioning device 19 at the first end of the overall train 18 is then actuated in a third step for the actual positioning process, i.e. the piston rod 6 of the actuating cylinder 1 is extended and moved horizontally, with the result that the buffing body 8 presses against the stop surface 12 in the positioning tunnel 13 of the first car until the first end of the train has been moved into the correct loading position.
In a fourth step, an active positioning device 20 is actuated at the second end of the overall train 18, the buffing body of this active positioning device pressing against the stop surface 16 in the positioning tunnel of the last car until the second end of the train has been moved into the correct loading position. On 15 completion of the fourth step, all the cars of the overall train 18 have reached their defined loading positions almost without play.
According to the second option, shown in Fig. 5 (method with two end positioning operations on the train +
center positioning of the train), the overall train is divided into two halves 21, 22. In a third step, one of the active positioning devices 23 or 24 situated in the center of the train is actuated, thereby shifting the position of the center of the train to the left or to the right and hence moving it into the correct loading position. In a fourth step, the active positioning device 19 at the first end of the overall train is then actuated in order to move the end of the first half 21 of the train into the correct loading position. In a fifth step, the active positioning device 20 at the second end of the overall train is then actuated in order to move the end of the second half 22 of the train into the correct loading position. On completion of the fifth step, all the cars of the overall train have reached their defined loading positions almost without play.
According to the third option, shown in Fig. 6 (method with center positioning of the train + positioning operations on four groups of cars), the overall train is divided into four train sections 25, 26, 27, 28, each train section preferably corresponding to one quarter of the overall train. Between train sections 25 and 26 there are two active positioning devices 29, 30;
two active positioning devices 31, 32 are provided between train sections 27 and 28; and there are once again two active positioning devices 23, 24 in the center of the train between train sections 26 and 27.
In a third step, one of the active positioning devices 23 or 24 situated in the center of the train is actuated, as in the case of the option shown in Fig. 5, thereby shifting the position of the center of the train to the left or right and hence moving it into the correct loading position. In a fourth step, one of the active positioning devices 29 or 30 is now actuated in order to shift the position of the center to the left or right between train sections 25 and 26. In a fifth step, the active positioning device 19 is then actuated at the first end of the overall train in order to move the end of train section 25 into the correct loading position. In a sixth step, one of the active positioning devices 31 or 32 is now actuated in order to shift the position of the center between train sections 27 and 28 to the left or right. In a seventh step, the active positioning device 20 at the second end of the overall train is then actuated in order to move the end of train section 28 into the correct loading position. On completion of the seventh step, all the cars of the overall train have reached their defined loading positions almost without play.
It is, of course, also possible to divide the overall train into three or more than four train sections (groups of cars), but this does not fundamentally affect the procedure described in relation to Fig. 6.
All three options allow the cars to be constructed with normal draw/buffer devices and all the cars are thus of identical construction and can be coupled individually or as a group of cars to any standard train. Damaged cars can be removed without difficulty as in the case of a standard train. Since all the cars have the positioning tunnel, this does not significantly affect the positioning of the train at the loading points.
Constructing the cars with a draw/buffer device at both ends advantageously allows the overall train to be treated like a standard train. A low-cost air-actuated regulating brake can advantageously be used.
The use of diagonal buffers with close couplings is furthermore also possible. With this car configuration, however, three different types of car are required to form the train, which represents a certain disadvantage. A first type of car with a standard buf f ing device on the lef t and diagonal buf f ers on the right is used to form the end car on the left. A second type of car with diagonal buffers at both ends is used to form the central car. A third type of car with diagonal buffers on the left and a standard buffing device on the right is used to form the end car on the right. It is possible to remove cars but this is not without its problems owing to the difference in the buffer configuration. The failure of an end car could immobilize the entire train.
The object on which the invention is based is to specify an apparatus for adjusting the position of cars that is suitable for the precise positioning of all cars of a train in a simple manner.
The intention is furthermore to specify a corresponding method for position adjustment.
As regards the apparatus, this object is achieved by the features indicated in the characterizing clause of claim 1 in conjunction with the precharacterizing clause.
As regards the method, this object is achieved by the features indicated in the characterizing clause of claim 9 in conjunction with the precharacterizing clause.
2a The advantages that can be achieved with the invention are, in particular, the fact that the proposed apparatus for adjusting the position of cars can be constructed in a simple manner from standard components and produced at low cost and allows accurate adjustment of all the cars of a train by careful positioning, in particular reduction of the length of the overall train or of individual train sections, thereby compensating for thermal influences on the length of the train, for example. By means of the method according to the invention, the cars are moved into exactly the right position in a partially or fully automated way. The actual positioning is accomplished without the active involvement of the locomotive.
Advantages that may be mentioned over a rigid-coupling option, which can likewise be used for positioning, are that, in the case of the proposal according to the invention, all the cars can be of identical construction, that it is possible to remove the cars as with normal train operations, that there is no additional expenditure for testing a rigid coupling in the approval procedure, that a low-cost regulating brake can be used and that there is no uncertainty as regards the dynamics of the train and as regards starting and braking operations.
Advantageous refinements of the invention are characterized in the subclaims.
Further advantages of the proposed apparatus and the proposed method will emerge from the following description.
The invention is explained in greater detail below with reference to the exemplary embodiments illustrated in the drawing, in which:
Fig. 1 shows the proposed active positioning device in section from the side, Fig. 2 shows a view of the active positioning device, Fig. 3 shows the end of the active positioning device in section, Figs 4, 5 and 6 show different options for position adjustment (methods).
Fig. 1 shows the proposed active positioning device in section from the side. It shows an actuating cylinder 1 (preferably a hydraulic cylinder), the first end of which is attached to a base plate 3 by means of a rotary joint 2. The base plate 3 in turn is mounted by means of suitable fixing devices (see number 17 in Fig.
2) to ties 4 of the track system (rail system) comprising rails S.
A piston rod 6 arranged at the second end of the actuating cylinder 1 is connected to a buffing body 8 via a rotary joint 7. This buffing body 8 is retained displaceably, by means of a number of guide wheels 9, in a guide rail 10, which is mounted in a fixed manner on the base plate 3 by means of a pedestal 11. The guide rail 10 has a first portion, which has a defined pitch and verifies the extension/lowering of the active positioning device, and a second, horizontal portion, which verifies the actual displacement of the cars to the right or left, both portions being connected to one another by a curved piece, allowing the guide wheels 9 to be displaced continuously along the different portions of the guide rail 10.
On its side facing away from the piston rod 6, the buffing body 8 has a main surface, which presses against a stop surface 12 of a positioning tunnel 13 situated in the bottom area of a car 14 as soon as the piston rod 5 is extended, with the result that the buffing body 8 is situated in the horizontal portion of the guide rail 10. The car 14 has another positioning tunnel 15 with a stop surface 16, which, although it has no function in the exemplary embodiment shown in Fig. 1, is used to move the car 14 in the opposite direction, in which case an active positioning device of identical-' construction, which presses in the opposite direction, is used (see, for example, numbers 20, 23, 29, 31 in Figs 4, 5 and 6?.
As an alternative, it is also possible to fit all the cars with just one positioning tunnel, which has stop surfaces for both directions of buffing.
Fig. 2 shows a view of the active positioning device.
It shows the base plate 3, mounted by means of fixing devices 17 on ties 4, and the actuating cylinder 1, fixed on said base plate in a moveable manner by means of the joint 2 and having piston rod 6, piston rod 6 moving the buffing body 8 by means of the joint 7 and this movement being guided by the guide rail 10 and the guide wheels 9 engaging in the latter.
Fig. 3 shows a section through the end of the active positioning device integrated into the track bed. It shows the car 14 with the positioning tunnel 13, the extended buffing body 8 projecting into the positioning tunnel 13, allowing the buffing body 8 to be pressed against the stop surface 12 (not shown) when required.
Joint 7 of the buffing body 8 and the guide wheels 9 guided in the guide rail 10 can be seen, as can the fixing of the guide rail 10 by means of pedestal 11 and base plate 3 on ties 4, which are used to mount the rails 5 of the track system.
It is important that the proposed active positioning device should be arranged in the track bed of the track system in such a way that it lies outside the space required for rail operations when lowered, thus allowing the track system provided with active positioning devices integrated into the track bed to be used by any standard train.
Figs 4, 5 and 6 show various options for position adjustment, the achievable accuracy of adjustment in the case of the second option being greater than with the first option and that with the third option being greater than that with the second option. For all three options illustrated in Figs 4, 5 and 6, the overall train is first of all brought to a halt by the locomotive in a defined siding area by means of targeted braking (e. g. ~ 1.5 meters) in a first step.
In a second step, the brake for the loading and unloading of the cars is released. If the locomotive is still coupled to the train, it must not be braked either.
According to the first option, shown in Fig. 4 (method involving two end positioning operations on the train), an active positioning device 19 at the first end of the overall train 18 is then actuated in a third step for the actual positioning process, i.e. the piston rod 6 of the actuating cylinder 1 is extended and moved horizontally, with the result that the buffing body 8 presses against the stop surface 12 in the positioning tunnel 13 of the first car until the first end of the train has been moved into the correct loading position.
In a fourth step, an active positioning device 20 is actuated at the second end of the overall train 18, the buffing body of this active positioning device pressing against the stop surface 16 in the positioning tunnel of the last car until the second end of the train has been moved into the correct loading position. On 15 completion of the fourth step, all the cars of the overall train 18 have reached their defined loading positions almost without play.
According to the second option, shown in Fig. 5 (method with two end positioning operations on the train +
center positioning of the train), the overall train is divided into two halves 21, 22. In a third step, one of the active positioning devices 23 or 24 situated in the center of the train is actuated, thereby shifting the position of the center of the train to the left or to the right and hence moving it into the correct loading position. In a fourth step, the active positioning device 19 at the first end of the overall train is then actuated in order to move the end of the first half 21 of the train into the correct loading position. In a fifth step, the active positioning device 20 at the second end of the overall train is then actuated in order to move the end of the second half 22 of the train into the correct loading position. On completion of the fifth step, all the cars of the overall train have reached their defined loading positions almost without play.
According to the third option, shown in Fig. 6 (method with center positioning of the train + positioning operations on four groups of cars), the overall train is divided into four train sections 25, 26, 27, 28, each train section preferably corresponding to one quarter of the overall train. Between train sections 25 and 26 there are two active positioning devices 29, 30;
two active positioning devices 31, 32 are provided between train sections 27 and 28; and there are once again two active positioning devices 23, 24 in the center of the train between train sections 26 and 27.
In a third step, one of the active positioning devices 23 or 24 situated in the center of the train is actuated, as in the case of the option shown in Fig. 5, thereby shifting the position of the center of the train to the left or right and hence moving it into the correct loading position. In a fourth step, one of the active positioning devices 29 or 30 is now actuated in order to shift the position of the center to the left or right between train sections 25 and 26. In a fifth step, the active positioning device 19 is then actuated at the first end of the overall train in order to move the end of train section 25 into the correct loading position. In a sixth step, one of the active positioning devices 31 or 32 is now actuated in order to shift the position of the center between train sections 27 and 28 to the left or right. In a seventh step, the active positioning device 20 at the second end of the overall train is then actuated in order to move the end of train section 28 into the correct loading position. On completion of the seventh step, all the cars of the overall train have reached their defined loading positions almost without play.
It is, of course, also possible to divide the overall train into three or more than four train sections (groups of cars), but this does not fundamentally affect the procedure described in relation to Fig. 6.
All three options allow the cars to be constructed with normal draw/buffer devices and all the cars are thus of identical construction and can be coupled individually or as a group of cars to any standard train. Damaged cars can be removed without difficulty as in the case of a standard train. Since all the cars have the positioning tunnel, this does not significantly affect the positioning of the train at the loading points.
Constructing the cars with a draw/buffer device at both ends advantageously allows the overall train to be treated like a standard train. A low-cost air-actuated regulating brake can advantageously be used.
The use of diagonal buffers with close couplings is furthermore also possible. With this car configuration, however, three different types of car are required to form the train, which represents a certain disadvantage. A first type of car with a standard buf f ing device on the lef t and diagonal buf f ers on the right is used to form the end car on the left. A second type of car with diagonal buffers at both ends is used to form the central car. A third type of car with diagonal buffers on the left and a standard buffing device on the right is used to form the end car on the right. It is possible to remove cars but this is not without its problems owing to the difference in the buffer configuration. The failure of an end car could immobilize the entire train.
Claims (8)
1. An apparatus for adjusting the position of cars, especially freight cars, active positioning devices (19, 20, 23, 24, 29 to 32) integrated into the track bed of the track system, which lie outside the space required for rail operations when lowered and which have means for pressing against stop surfaces (12, 16) in the bottom area of the cars when extended, being provided at the loading points, an actuating cylinder (1), which is connected to the track system and the extendable piston rod (6) of which actuates a buffing body (8) at its end, being used as an active positioning device, the buffing body (8) being retained displaceably, by means of a number of guide wheels (9), in a guide rail (10), which has a second, horizontal portion, which verifies the actual displacement of the cars to the right or left, characterized - in that the first end of the actuating cylinder (1) is attached to a base plate (3) by means of a rotary joint (2), - in that the piston rod (6) arranged at the second end of the actuating cylinder (1) is connected to the buffing body (8) via a rotary joint (7), - in that the guide rail (10) is mounted in a fixed manner on the base plate (3) by means of a pedestal (11), - in that the guide rail (10) has a first portion, which has a defined pitch and exhibits the extension/lowering of the active positioning device, and - in that both portions are connected to one another by a curved piece, allowing the guide wheels (9) to be displaced continuously along the different portions of the guide rail (10).
2. The apparatus as claimed in claim 1, characterized in that the car (14) is provided with at least one positioning tunnel (13, 15) with at least one stop surface (12, 16).
3. The apparatus as claimed in claim 1 and/or 2, characterized in that the track system is provided with an active positioning device (19, 20) at each end of the train.
4. The apparatus as claimed in claim 3, characterized in that the track system is additionally provided with at least one active positioning device (23, 24) in the center of the train.
5. The apparatus as claimed in claim 3 and 4, characterized in that at least one active positioning device (29, 30, 31, 32) is provided between two respective train sections when the overall train (18) is divided into more than two train sections (25, 26, 27, 28).
6. A method for adjusting the position of cars, in particular freight cars, the overall train first of all being brought to a halt by the locomotive in a defined siding area by means of targeted braking in a first step and the brake being released for the loading and unloading of the cars in a second step, characterized in that an active positioning device (19) integrated into the track bed and situated at the first end of the overall train (18) is actuated in a third step for the purpose of actual positioning, thereby extending a buffing body (8) of this active positioning device, with the result that the buffing body (8) presses against a stop surface (12) in the bottom area of the first car until the first end of the train has been moved into the correct loading position and in that an active positioning device (20) integrated into the track bed and situated at the second end of the overall train (18) is actuated in a fourth step in the same way, a buffing body of this positioning device (20) pressing against a stop surface (16) in the bottom area of the last car until the second end of the train has been moved into the correct loading position.
7. The method as claimed in claim 6, characterized in that an active positioning device (23 or 24) situated in the center of the train is actuated first of all before the third step is implemented if the overall train (18) is divided into two halves (21, 22), thereby shifting the position of the center of the train to the left or to the right and hence moving it into the correct loading position.
8. The method as claimed in claim 7, characterized in that the overall train (18) is divided into more than two train sections (25, 26, 27, 28) or groups of cars, the train sections being positioned separately, starting from the center of the train.
Applications Claiming Priority (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DE19955641.5 | 1999-11-19 | ||
| DE1999155641 DE19955641A1 (en) | 1999-11-19 | 1999-11-19 | Device and method for position adjustment of wagons |
| PCT/EP2000/011331 WO2001036244A1 (en) | 1999-11-19 | 2000-11-16 | Device and a method for adjusting the position of wagons |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA2394813A1 true CA2394813A1 (en) | 2001-05-25 |
Family
ID=7929580
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA002394813A Abandoned CA2394813A1 (en) | 1999-11-19 | 2000-11-16 | Device and a method for adjusting the position of wagons |
Country Status (6)
| Country | Link |
|---|---|
| EP (1) | EP1230117A1 (en) |
| JP (1) | JP2003514709A (en) |
| AU (1) | AU1280901A (en) |
| CA (1) | CA2394813A1 (en) |
| DE (1) | DE19955641A1 (en) |
| WO (1) | WO2001036244A1 (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN105253166A (en) * | 2015-10-13 | 2016-01-20 | 张全祥 | Pneumatic automatic control truck-sliding prevention device for endless rope haulage |
Families Citing this family (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN104843029A (en) * | 2015-05-07 | 2015-08-19 | 常熟市康达电器有限公司 | Ground-rising type catcher for inclined mining lane |
| CN104890697B (en) * | 2015-05-15 | 2017-07-07 | 陕西航泰电气股份有限公司 | A kind of reversely urgent open type car lug |
| CN105172836B (en) * | 2015-08-25 | 2018-06-12 | 山西晋城无烟煤矿业集团有限责任公司 | Mining sleeper type far controls car arrester |
| CA3034412A1 (en) | 2018-02-19 | 2019-08-19 | Inter-Rail Transport, Inc. | Railcar spacing tool |
| RU2712389C1 (en) * | 2019-08-23 | 2020-01-28 | Акционерное общество «Научно-производственный центр «Промэлектроника» | Railroad train fastening device |
Family Cites Families (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE1530281C3 (en) * | 1965-04-09 | 1974-07-11 | Demag Ag, 4100 Duisburg | Device for the precise parking of a rail vehicle |
| US4080904A (en) * | 1976-07-28 | 1978-03-28 | Heyl & Patterson, Inc. | Railway car positioning apparatus |
| DE19849023A1 (en) * | 1998-10-23 | 2000-04-27 | Abb Daimler Benz Transp | Procedure for positioning of train entails moving train until stop at one end interacts with counter-stop, elastically lengthening train, and then decreasing pulling force until stop at other end interacts with second counter-stop |
| DE29822746U1 (en) * | 1998-12-04 | 1999-03-04 | A. Rawie GmbH & Co., 49090 Osnabrück | System for positioning a train relative to a stationary mark |
| DE19928437A1 (en) | 1999-06-23 | 2000-12-28 | Abb Daimler Benz Transp | Lifting mechanism for lifting carriage has load supporting cross-piece movable via coupling transmission perpendicularly to plane travelled by carriage with aid of lifting cylinder(s) |
| DE19928433A1 (en) | 1999-06-23 | 2000-12-28 | Daimlerchrysler Rail Systems T | Method for positioning a lifting gun under a trailer and trailer |
| DE19928435A1 (en) | 1999-06-23 | 2000-12-28 | Abb Daimler Benz Transp | Rail wagon and positioning method |
-
1999
- 1999-11-19 DE DE1999155641 patent/DE19955641A1/en not_active Withdrawn
-
2000
- 2000-11-16 WO PCT/EP2000/011331 patent/WO2001036244A1/en active Search and Examination
- 2000-11-16 EP EP00974546A patent/EP1230117A1/en not_active Withdrawn
- 2000-11-16 AU AU12809/01A patent/AU1280901A/en not_active Abandoned
- 2000-11-16 JP JP2001538212A patent/JP2003514709A/en not_active Withdrawn
- 2000-11-16 CA CA002394813A patent/CA2394813A1/en not_active Abandoned
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN105253166A (en) * | 2015-10-13 | 2016-01-20 | 张全祥 | Pneumatic automatic control truck-sliding prevention device for endless rope haulage |
Also Published As
| Publication number | Publication date |
|---|---|
| DE19955641A1 (en) | 2001-05-23 |
| WO2001036244A1 (en) | 2001-05-25 |
| JP2003514709A (en) | 2003-04-22 |
| EP1230117A1 (en) | 2002-08-14 |
| AU1280901A (en) | 2001-05-30 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| DE3111087C3 (en) | Independent wheel arrangement for railway vehicles | |
| CA2245723A1 (en) | Method for influencing the articulation angle of railway car bodies and railway vehicle for the implementation of the method | |
| KR20060041144A (en) | Simplified truck mounted brake system | |
| US4870906A (en) | Dual switch system for common use by track guided rail vehicles and magnetic vehicles | |
| CA2394813A1 (en) | Device and a method for adjusting the position of wagons | |
| FI79814C (en) | VAGNSKOMBINATION. | |
| DE19641521C1 (en) | Method of controlling railway marshalling track occupancy using automatic signalling systems especially for controlling entry into station | |
| AU762308B2 (en) | Method and device for positioning a train | |
| US3819935A (en) | Railway switch for vignoles rails | |
| RU2122502C1 (en) | Rolling stock fastening device | |
| EP1010600A3 (en) | Transfer system for loading and unloading of vehicles on or from railway wagons | |
| JP2004523677A (en) | Equipment for changing the gauge of railway vehicles | |
| BG62321B1 (en) | Braking system for goods wagons | |
| US864754A (en) | Track-brake for railway-cars. | |
| SK283431B6 (en) | Adjusting device for brakes of wagons | |
| ZA989B (en) | A method and apparatus for controlling actuator apparatus for active suspension of vehicles in particular rail vehicles | |
| CZ289019B6 (en) | Wagon brake operating apparatus | |
| DE4442021C1 (en) | Brake selector unit for railway carriages with two brake systems | |
| SU787227A1 (en) | Apparatus for automatic uncoupling of railway cars | |
| FI109010B (en) | Braking system for goods wagons | |
| RU2148686C1 (en) | Switching unit of railway switch | |
| DD149194A5 (en) | BRAKING BRAKES FOR RAILROAD CARS | |
| RU2323291C2 (en) | Railway track | |
| JPS59134202A (en) | Moving apparatus of moving beam for branch in track branch apparatus of magnetic float running railroad | |
| SU1098851A1 (en) | Locomotive pivot arrangement |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| EEER | Examination request | ||
| FZDE | Discontinued | ||
| FZDE | Discontinued |
Effective date: 20051116 |