DE72655C - Wheel buttons with an effect that depends on the direction of travel - Google Patents

Description

IMPERIAL

The subject of the present innovation are wheel button arrangements, which depending on the direction in which a train moves over them express a different effect.

For this purpose, two pedals P ¹ and P ^ are available for each wheel button, which are depressed when an axle is passed by the wheels of the same. In the transverse direction, the pedals can be attached either to one side or one to one side of a rail, or finally, as assumed in the drawing, one to each of the two rails of the track. In the longitudinal direction of the track, these pedals (FIGS. 1 and 2) are offset from one another in such a way that an axle traveling over them first depresses only one, then both and finally only the second of the pedals, with P ¹ or P depending on the direction of travel ¹¹ comes down first. This difference in the sequence of pedal movements can now be used in many ways to make the action of the wheel button dependent on the direction of travel.

3 shows an embodiment in schematic lines. Pedal P ¹ is connected to the double-armed lever H ¹ , P ^u to H ^{n in} such a way that the downward movement of a pedal corresponds to a deflection of the associated lever. The free ends of H ¹ and H ⁿ are connected to each other by the handlebars L ¹ and L ⁿ . The common pivot point B of L ¹ and L ^u then describes a path composed of four circular arc pieces when an axis is passed over the pedal device (indicated by a dotted line in FIG. 3). The sense of rotation in which B traverses this path is different, depending on whether P ¹ or P ^{11 is} pressed first, i.e. also depending on the direction of travel of the axle. Moves z. B. (Fig. 1 and 3) an axis A in the direction from right to left over the wheel button, so when it has arrived in A ₁ , P ^{1 is} depressed; H ¹ is deflected to H ^l _{ i B has moved in an arc around C ¹¹ (because H ^{n is} still held) to B ₁ , U and L ⁿ assume the positions marked U ₁ and U \ . If the axis has advanced to A ₂ , P ⁿ is also depressed, while P ^{1 is} still held in its lower position; the individual mechanisms have now assumed the positions indicated by 2 in FIG. 3, B ₁ has moved on an arc around C ^ to B ₂ . As the axis progresses further into position A ₃ , P ^{1 is} released and has risen, resulting in the position indicated by the indicator 3 in FIG. 3. If A then also exits P ¹¹ , the original position occurs again. If the axis moves in the opposite direction, B will traverse its path in the direction BB ₃ B ₂ B ₁ B.

There are now two Stromschlufshebel K ¹ and K " arranged, of which depending on the

Direction in which B moves, one comes into effect, e.g. B. in the above-described movement of an axis from right to left K ¹ , while K ⁿ cannot work due to the unilateral joint G ^u. This is achieved by the fact that B on its way to B ₁ respectively. B _a moves behind one of the Stromschlufshebel, _{then takes the same with the way to S 2} and the stream slept or. interrupts at quiescent current. On the distant way to B ₃ respectively. B ₁ is then hit in the back of the other power circuit lever and by virtue of the unilateral joint G evades without working. (Of course, instead of a power supply, some mechanical work can be done, e.g. a signal can be stopped.) It is also possible to use the path of point B to achieve a rotary movement about an axis lying in the middle of the path , whereby z. B. drives can be drawn.

The arrangement of the power circuit levers is such that they run parallel to the web BB ₁ respectively. BB ₃ are arranged, so that the same only on the path B ₁ B ₂ respectively. B ₃ B. _{2 take} effect; the purpose of this is to make the work performance independent of the deflection BB _{1, which changes as a result of wear and tear, etc.}

Another embodiment is shown in FIGS.

When the pedals P ¹ and P ^{n go down} , the levers S ^J and S ¹¹ articulated to the same are rotated by a certain angle that is the same for both levers. The levers R ¹ and R ″ sit loosely on the same axes W ¹ and W ¹¹ , with which S ¹ and S ¹¹ rotate, by springs F ¹ and F ⁿ always against the pins T ' and S ¹ and S ^{11 attached} T " pressed. Connected to R ¹ is the current loop transmitter K. The arms of R ¹ and R ⁿ are opposed to each other, and that R ^{u is} expediently chosen twice as long as that RL With otherwise the same rotations of S ¹ and S ¹¹ around W ¹ and W ¹¹ the end point of R ^H will therefore describe a path that is twice as long as the end point of R ¹ . Incidentally, when using levers of the same length, exactly the same effect can be achieved as with levers of unequal length, since the lever facing the incoming train is below the other and thus lies lower than the other arm by the strength of the lever arm. With a suitable choice of dimensions, this difference in altitude is sufficient to bring about the intended electrical connection. The positions of the mechanism that arise when an axis is passed are indicated in FIGS. 6 to 13, the individual positions corresponding to the axis positions indicated in FIG.

6 to 9 correspond to a movement of the axis from right to left; Fig. 6 shows the Rest position.

If the axis has advanced to A ₁ (Fig. 7), P ^{1 is} depressed, the lever S ¹ being rotated into position S ^ and, by virtue of the pin T ¹ , having transferred the power circuit lever R ¹ to R \. If the axis goes over to A ₂ , then P ^{n is} depressed, R ⁿ follows the movement downwards; However, since this lever is twice as long as the power switch R ¹ , it will rest on the latter halfway and force it to make another turn to R ^[ _2. This rotation is what causes the electric circuit. The current circuit is maintained, even while P ¹ goes up (FIG. 9), until P ^{n is released} again from the axis and jumps up, whereby the rest position occurs again.

If the device is driven on in the opposite direction, then, as can now easily be seen from FIGS. 10 to 13, P ^{11 is} first depressed, where R ^!! immediately assumes its lower position and is therefore no longer able to transfer a movement to the following R ^1; an electric circuit therefore does not occur in this case.

Claims (3)

Patent Claims: 1. In the case of wheel buttons for railway tracks, the arrangement of two independent ones Pedals, which are shifted against each other in the longitudinal direction of the track are that an axis traveling over it first only one, then both at the same time and finally only depresses the second of the pedals again, for the purpose of one after the direction of the passing vehicles to achieve different work performance. 2. An execution of wheel buttons with pedals according to claim 1, characterized by the connection of the levers H ¹ and H ^u articulated to the pedals P ¹ and P ⁿ by means of the handlebars L ¹ and L ⁿ , the connection point B of which is a path BB ₁ B ₂ Β _Ά Β runs through in a sense which is dependent on the direction of travel of the vehicle being driven over, whereby, depending on the direction of movement of point B, either the electric circuit lever K ¹ or K ¹¹ comes into effect. 3. An embodiment of wheel buttons with pedals according to claim 1, characterized by the arrangement of two levers R ¹ and R ¹¹ , which are guided downwards by the pedals P ¹ and P ^{! I} , and which are opposed to each other in such a way that, if one lever R ^{1 is} depressed first, the following lever R ^{n will} move R ^{1 further} and thus causes the normally open circuit connected to the latter to work, while if the sequence of movements is reversed, the mutual effect of the levers R ¹ and R ¹¹ on one another cannot cause an electric circuit. For this purpose ι sheet of drawings.