DE1605375A1 - Device for controlling the distance between driverless car trains that are moved on a track - Google Patents

Description

Dlpl.-lng. R. Beetz et al. Dipping. Lamprecht. 310-12.467 ?. 8.6.1967 Munich 22, Stelntdorfrtr. 10

Ste Industrial DBLATTRE-LBVIVIER "S> I.D.L." COOTBEVOIS (France)

Device for controlling the distance between driverless car trains running on a railway track

be moved

The invention relates to a device for adjusting the distance between driverless trains running on a Railway track under the action of arranged along the line Friction drives are moved.

Even if the stationary friction drives generally also do Electric drive motors are equipped, their speed changes little depending on the load, the Regularity of driving steadily deteriorated over time; there are several unavoidable bonds

flows decisive, such as: differences in friction, weight and the running characteristics of the individual wagon trains, etc. Ss this results in a constant change in the distance test originally provided between the trains of cars, and it can be done easily for hauling in and pushing the wagon trains at any point come the way, regardless of how large the number of Trains on a given route, the length of the trains and the theoretical intended speed has been chosen.

310-PID-66/66-LK (6) 009883/0547

The inventive device for controlling the distance between driverless car trains ensures automatic repeated setting of the normal distance between the trains and thus allows continuous operation of the device with a maximum conveying capacity, since one is now able to ^{keep the theoretically 1} determined train distance relatively small close.

The inventive device includes at any one Place at least one control or control station on the line, which is equipped with friction drives for stopping or braking and then again Speeding up the successive wagon trains is provided, and in which a timer device the successive Arrivals of the wagon trains determined in time intervals, the duration of which is greater than that of the time intervals between the Arrival and departure from with average theoretical driving speed running wagon trains, whereby the control or regulation station continues to have detectors to determine the presence of a wagon train in the state, which is used to control Friction drives In at least one additional train stand upstream of the control stand for the purpose of stopping and restarting are determined by car trains located in front of the "control station".

Further features of the invention will emerge from several exemplary embodiments of devices according to the invention, which will now be explained with reference to the drawing * Show in the drawing? .

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Pig. 1, a schematic representation of a track and possible changes in the distances between the wagon trains;

Fig. 2 is a schematic representation in which the Principle of restoring the normal distances between the trains of cars on one Control station is shown, with the cars «trains stopped one behind the other or" saved " will;

Flg. 3 a schematic representation of a control station with parallel stopping or "saving" the Viagenzug;

4 and 5 are schematic representations of two different drive options of wagon trains by means of mechanically connected friction wheel drives, as they are at Dicht can be used side by side in the opposite direction ^ running wagon trains;

6 shows a schematic representation of a control station, in a drive arrangement according to FIG and 5 can be used.

The schematic representation in Fig. 1 shows several wagon trains. 1/2 ... N moving on a closed track C if It was originally between the car trains of length LS provided time interval and the clear distances between two trains are GS, the presence of "slow" or "fast" car trains causes you to see in some places belching between successive gels

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Moves results, such as at point A, while between the other car trains train intervals BS of uncontrollable size. A single slow wagon train is eventually over short or long lead to a queuing of the entire wagon trains. Such processes can not only increase the security, operations are endangered; It can also make it more difficult to keep to a regular schedule and, if necessary, result in the utilization of loading and unloading facilities, their mode of operation on a specific temporal train sequence is turned off.

The Pig 2 shows in a graphical representation the principle of restoring normal distances by the inventive Facility, with wagon trains stopped at one point along the route and be approached again.

The device for setting the distances between successive car trains includes at least one control station PR which is provided with several pairs of friction wheel drives k , which are used both for stopping the car trains at a point O of the route C and then for accelerating or starting these trains again at this point can be used, whereby the approach takes place in time intervals of uniform and specific size. The friction drives 4 can be drives of a known type, which are used alternately as braking and stopping drives or as acceleration or starting drives.

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For a route on which N wagon trains, circulating at the theoretically intended speed, travel the entire route in a time T, the normal train sequence, i.e. the time between two arrival times of successive wagon trains at point 0, would be t = T / K . According to the invention, the control station PR is now provided with some kind of tent generator, which controls the times of the successive approaches of the wagon trains at point 0 in such a way that the time intervals tr between two approaches is somewhat greater than the theoretical headway time t; this means tr = t + Δ t. It follows from this that at the moment when a wagon train starts, the next following wagon train has been ^{in motion for a time T 1} = tr (N-1) . ..-. ■■■■ = ■: - ■ ;; ■ '■: ■; ■. "

One can choose a value for tr - t + At such that the time interval between the arrival of a wagon train, even a "slow" train, is in the control station JPR and the moment when the wagon train in front of it leaves ts is less than tr; then some stay on the Stouerstand ^, before they start having any car trains! making it possible, _# leaving the helm PR between the wagon trains set equal intervals BS ·.

Now, however, the dangers of impinging on the wagon train moving within the steering position or on a slow train voj? not the steering position n4fc security avoided; therefore the steering position is PR with a

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on the presence of a train in the control station PR responsive car train detector P provided, which in turn a group of Friction drives 5 controls within a vehicle train stand APl connected upstream of the control stand PR. These drives ensure that Braking and stopping of wagon trains in this upstream train stand if they are caused by the presence of a train in the The control station detecting detector P are switched on and, on the other hand, bring the car trains into the control station PR, if the wagon train located in this control stand and waiting for its departure is accelerated out of the control stand. For this purpose, the drives 4 and 5 can be connected to a common Control circuit are connected to each, one at the same time To drive train.

In front of the upstream train stand AP1, further additional series-connected upstream draw stands, such as AP2 and AP3, can be arranged which are also provided with drives 5, which have the same task as the drives in the first upstream State APl, and each controlled by presence detectors P in the following state in the direction of travel will.

With the help of the "presence ^{detectors 11} P in the control station PR and the upstream train stands, a systematic" storage ¹ * of the wagon trains in the upstream wagon train stand APl and the further train stands upstream of it can be provided. .

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Such a system for storing train trains is illustrated schematically in FIG. 2; are in this figure the respective positions of the wagon trains are plotted on the abscissa and the travel or standstill times on the ordinate (as is the case, for example, for a known graphical operating schedule is common).

The time to corresponds to the moment when a wagon train 1 accelerates and starts; the following car trains 2 and J5 are labeled 2a, Ja as examples for "fast" trains and with 2b, Jb as examples for "slow"trains; with 2n, Jn are wagon trains of average speed, for example the theoretical average speed. The respective length of the wagon trains is denoted by Ls, and G ¹ S denotes the safety distance in the arrangement for setting this distance.

A fast car train 2a, which in the invention Setting device with zetilicher advance arrives, is in the upstream train stand APl for a time ta stopped and, after that, after it has been pushed into the control stand PR, in this for a period of time tn. Am "Normal" wagon train 2n is not stopped in the upstream train stand APl, and its standstill time in the control stand PR is tn. A slow car train 2b is not in the upstream Car stand APl stopped and is also in the control stand FR only shut down during a short period of time.

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\ J \ J

A fast wagon train 3 & can already be stopped in an earlier train stand, such as AP3 *, during a period of time te which is controlled by the presence detectors P within an intermediate wagon stand AP2; it is then stopped again for a time te ¹ in the control station PR.

The operation just described is guaranteed the security against belching of the wagon trains, even with essential ones Deviations from the actual travel times; but they requires at least one stop and an additional start of the wagon trains.

In the case of long lines, you can increase the number of wagon trains with certain train lengths by clicking on the route two or more control devices distributed at equal intervals, these devices in the just described Way consist of a control station PR and one or more preceding train stations AP. Such a one Solution makes it with trains of the same length and one constant Route length possible to reduce the time intervals between the departures of the trains and, as a result, the throughput to increase the conveyor system.

Instead of using one or more in series "Storage locations" for wagon trains can also be used for Skip the parallel connection of one or more storage locations, as the Fig. J shows schematically.

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The route C has at least two at each control point parallel track branches Ca and Cb, which by means of an entry switch 6 are driven alternately and with the essentials Parts each of a control station PR are equipped. On the departure side are the two parallel tracks connected to route C via a switch 7? this switch can by driving over it the trains are controlled «Each of the two control stations PR has - as previously described - drives 4 and presence detectors P, on the one hand the drives 5 of an upstream Train stand AP and on the other hand control the switching of the entrance switch 6.

At the moment of the start of the train 1 on the track Ca by the drives 4a the wagon train 2 can already be on the parallel « track Cb has been shut down; at this moment, the presence detector Pb has on the one hand the shutdown of a Car train 2 causes the possibly toeits in an upstream Car stand AP has arrived, and on the other hand has switched the entry point 6 to the track Ca. Once the Car train 1 has left platform Ca, the presence detector allows Pa that the train 3 under the action of the drives 5 on this freed track is retracted before the departure of train 2 takes place on the siding.

One can imagine having a "slow" train in his Stopping in a control station PR at that moment where the previous train hits the other steering position

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leaves, the downtime or dwell time of a slow wagon train can be equal to the time interval tr in this way between successive departures of the trains.

The "parallel" storage of the trains of wagons just described allows the time interval tr in relation to the corresponding interval in the case of "series storage" of the trains to be increased shorten and consequently increase the throughput or the conveying capacity of the railway system.

It should be clear that a control device with "parallel" control stations can also have upstream "series" towing stations could be completed.

The route C, which is traversed by the wagon trains, generally consists of two parallel tracks that run through End bends are connected to each other, with the one track of the full trains, the other is used by the empty trains. The way of controlling the train spacing described above is particularly useful when there is no mechanical connection between the up and down trains on the slopes exists, but it can also be used when such a mechanical connection is present.

Sine Anbriebsv / eise "the trains with mechanical coupling between the truck trains and the empty trains or the trains going up and down iac dohematisoh as an example in dar Pig. 4 illustrates. The route consists of two superimposed!

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Tracks 8 and 9; full trams drive on the upper or rising track 8, they are driven by friction wheel drives 5a, and the returning empty trolleys on the lower or downward sloping track 9 are driven by friction drives 5b braked. The friction drives 5a and 5b are over with each other Reverse speed gearbox I coupled.

In Fig. 5 is a second drive arrangement " illustrated for trains with a mechanical coupling between the up and down trains. The two tracks 8 and 9 are parallel to each other at the same altitude and the upward and downward travels of the trains are in driven in opposite directions by friction wheel drives 5 arranged between them.

This drive trip is particularly useful if the The route runs downhill because the wagon trains that are under action downhill by gravity, via the friction thread drives 5 can provide at least a large part of the drive energy for the uphill trains. On the other hand it is Change in the safety distances between the wagon trains less great; such a change remains - albeit to a lesser extent Dimensions - because of the inevitable sliding between the friction wheels of the drives and the drive roller tracks on the car However, these sliding movements can be different for full and empty trolleys.

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The device for setting the distances between successive Car trains can then expediently be built into a loop branch of the track system, like this 6 shows.

The track 9 used by the empty wagons or trains has a side track loop 10 that connects to track 9 via a automatically controlled entrance switch 11 and an exit switch automatically controlled by the passage of the wagon trains 12 is connected. The inputs and outputs of this loop cross each other at different altitudes, so that incoming and outgoing wagon trains can enter and exit without mutual interference.

The substantially circular loop 10, the length of which is at least equal to the length of a train of cars Ls, increased by a, safety length or a safety distance Gs, takes ^ d a reserve train R, whose head at one point 0 depending on the work of a steering position PR one execution already described above is stopped.

In front of the junction to the loop'10, two detectors D ₁ and Dp are provided to control the steady operation of the wagon trains on the route. The distance between the two detectors D ₁ and D 2 is essentially equal to the minimum safety distance Gs, which has been previously determined. A detector D, for the display of the passage of the belts of the wagon trains, is behind

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the loop 10 arranged on the route, it is at a distance Gs from the stopping point 0 of the Zugspitze irr of the loop.

As long as the distance between the empty wagon trains ^{remains greater than G f} s, the signals from the detectors D ₁ and D ₂ remain ineffective and the wagon trains normally travel on the continuous track 9. However, as soon as the detectors detect a distance that is equal to or less when the value is Cr ¹ S, a signal is sent to the switch 11, which is then switched and routes all overhead trains that continue to arrive via the loop 10. At the same time, a signal is sent from the detectors D ₁ and Dg to the control station PR, which triggers a departure of the train R stored in the loop 10; However, this signal only becomes effective when the end of the preceding train of wagons, which was in front of the first train of wagons to be diverted onto the loop, has passed through detector D-. From this moment on all other trains drive over the loop 10 and their departure time sequence at point 0 is controlled by the control station PR, the predetermined time intervals corresponding to the normal train interval, which is restored in this way for all car trains.

Bin recording device that can be built into the steering position PR, ensure the normal car circulation via the line track 9 by corresponding actuation of the switch 11 restores once all car trains are passed down to the normal range through the loop and dtr wagon train, the

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before the first, now no longer distracted into the loop Wagon train is located, remains in the loop IO and then becomes the reserve wagon train R.

As the changes in the intervals between car trains that are largely mechanically coupled to each other for back and forth travel, run relatively slowly, the reserve wagon train can in in the meantime are cleaned or maintained or checked; If necessary, certain trolleys can be attached and be replaced by others.

The automatic diversion of wagons into a loop just described can be superimposed with a systematic diversion, for example by manual intervention in the control of the detectors D ₁ and D-; Such an intervention makes it possible to bring all the wagon trains one after the other into the storage loop in order to monitor, clean or maintain them in certain tent rooms.

Of course, the device just described for adjusting the car spacing can be modified or by any additional elements can be completed without exceeding the scope of the invention.

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Claims (4)

Claims 1J device for regulating the distances between driverless car trains that run on a track and are moved by friction drives distributed along the track, characterized in that at any point along the route (C) a train with drives (4) for braking and accelerating successive trains (1,2 the departure of trains traveling at an average theoretical speed in the control stand, and that the control stand has certain detectors (P) for determining the presence of a train in the stand , which are used to control braking and start-up drives (5) in at least one of the Control stand upstream train stand (APl, AP2) are intended for temporarily holding the trains. 2. A device according to claim 1, characterized in that in front of the control station (PR) several vorg% switched train stands (AR) for temporarily holding the car trains (1,2 ... N) are provided in a series storage of the trains and that each of these train stands (eg AP2) is controlled by presence detectors (P) which are located in the next train stand (eg AP1) in the direction of travel (FIG. 2). 009883/0547 j5. Device according to claim 1, characterized by at least a pair of two control stations (PR), each in one of two parallel, with the help of common switches (6,7) in the Track (C) switchable track sections (Ca, Cb) built in and, the two control stations being controllable by a timer device for the coordinated start-up of the trains and each of the two control stands have presence detectors (Pa, Pb) for detecting the presence of a train (1,2), those who. Switches (6) control the wagon trains alternately leads to one or the other of the two control stations (Fig. 3). 4. Device according to claim 1 for the adjustment of the distance between full and empty wagon trains, which are on two mutually parallel, At their ends, the tracks connected by closing arches run through and in opposite directions common friction drives are driven, characterized in that the device has a control station (PR) which is located in one of the empty car track (9) branched off track loop (10) is located, which contains a reserve train (R), the control station in operation for the trains to be driven off one after the other in a specific time sequence by a detector arrangement (Dl, D2) is taken, which is arranged in front of the control station in the empty wagon track and depending on the distances between successive Trains the switch (6) controls to divert the trains into the loop. 009883/0547 Blank page