EP0083038B1 - Buffer stop for track systems - Google Patents

Abstract

1. Buffer stop (2) for railway vehicles which can be moved on track systems, having two buffer stop supports (3, 4; 30) which are aligned in the longitudinal direction of the track and can be moved relative to one another in a spring-loaded manner, to the front end of which buffer stop (2) is connected in an articulated manner a guide link (7), the said front end having a buffer stop impact surface (6), the other end of which guide link (7) is mounted in a fixed position and in such a way that it can be swivelled (at 8) on a foundation outside the clearance gauge (L), whereas the rear end is supported on a fixed thrust block (20), the buffer stop being movable from an inoperative position, clearing the track and located outside the clearance gauge, into a working position inside the vehicle terminating profile, in which working position the buffer stop impact surfaces (6) come into contact with a waggon buffer (5), characterised by a) a piston-cylinder arrangement (12) which is connected to the guide link (7) and, in the area of the foundation, is mounted, in such a way that it can be swivelled, in a short horizontal guide (14) which is terminated by stops (A and B) at the ends, b) a horizontal guide (9) for the rear end of the buffer stop supports (3, 4), c) a locking pawl (10) which can be freely swivelled and is also arranged at the rear end of the buffer stop support and which comes to bear against the fixed thrust block (20), d) a guide bar (15) connected to the piston-cylinder arrangement (12) in the area of the horizontal guide (14), which guide bar (15), at its end facing away from the piston-cylinder arrangement (12), carries, a locking plate (19) which holds the locking pawl (10) in its position bearing against the thrust block (20) when there is a corresponding movement of the piston-cylinder arrangement (12).

Description

The invention relates to a buffer for rail vehicles that can be moved on track systems in accordance with the preamble of patent claim 1.

From GB-A-20 50 274 a generic device is known which can be used to advantage in marshalling yards to bring the wagons entering the directional tracks during train formation to a stop at the end of the directional tracks. In this known device, the two baffle block halves are formed by a piston-cylinder arrangement, one end of which is mounted in a fixed but pivotable manner, and the other end adjoins a handlebar which in turn is pivotally but fixedly supported. Appropriate actuation of the hydraulic circuit for the piston-cylinder arrangement, with the interposition of the handlebar, makes it possible to raise and retract this bumper block or these bumper supports. The known arrangement has the disadvantage that the release of the actual buffer area of the buffer from the wagon buffer is very slow, since it is not possible to achieve a lightning-fast pivoting of the extended buffer via a hydraulic control for the piston-cylinder arrangement.

GB-A-827587 also discloses a buffer block which can advantageously be used in directional tracks, in which the pivoting in and out takes place via a gear mechanism which can work satisfactorily for pivoting the buffer block in the way of the wagons, but which does Loosening the buffer area of the buffer from the wagon buffer can only be done relatively slowly, so that here too, quick loosening cannot be achieved in directional tracks. If the buffer areas are not loosened quickly enough and the actual bumper block is not folded in quickly enough, the buffer plates of the wagon may be damaged, on the one hand, and the wagon itself and the bumper block may be damaged.

The invention has for its object to improve the generic device to the effect that a buffer block arrangement is created in which a quick release of the buffer block buffer surfaces from the wagons is made possible without the need for complicated and thus costly control.

This object on which the invention is based is achieved by the features of the characterizing part of the main claim.

In other words, the invention creates a buffer block which, by means of a mechanical arrangement, achieves a flash-like release of the buffer block buffer surfaces from the wagon buffers in the longitudinal axis of the track, with a hydraulic control or a transmission control which can work somewhat slower than can be used for the erecting movement of the buffer block the release device during the folding movement of the bumper. The combination of hydraulic control or transmission control on the one hand and mechanical locking on the other hand satisfactorily achieves the object on which the invention is based in practice.

Advantageous configurations are explained in the subclaims. For example, it was found that with the arrangement according to claim 8, in which the geared motor is used for the uprighting movement, only very small driving forces have to be installed for driving such a geared motor, nevertheless a faultless, safe operation of the buffer is ensured.

• Figur 1 relativ schematisch eine Seitenansicht auf eine erste Ausführungsform eines Prellbocks mit seinen Betätigungsmitteln und gleichzeitig eine Draufsicht, in
• Figur 2 die Anordnung des Prellbocks gemäß Fig. 1 in Verbindung mit dem Lichtraumprofil, in
• Figur 3 in größerem Maßstab das Widerlager des eigentlichen Prellbocks gemäß Fig. 1 und die Betätigungsmittel, in
• Figur 4 in ebenfalls größerem Maßstab die Horizontalführung zwischen der Kolbenzylinderanordnung und der Führungsstange, in
• Figur 5 eine abgeänderte Ausführungsform der Anordnung gemäß Fig. 1, in
• Figur 6 einen Prellbock in seiner Arbeitslage unmittelbar nach Anheben des eigentlichen Prellbocks aus der Ruhestellung mit einer anderen Antriebsvorrichtung, in
• Figur 7 den Prellbock gemäß Fig. 6 in der Arbeitslage, wobei die Mitnehmerscheibe sich in eine Warteposition zurückbewegt hat, in
• Figur 8 den Prellbock gemäß Fig. in einer Stellung, in der durch eine Drehbewegung der Mitnehmerscheibe die Verriegelung des Prellbockes aufgehoben ist und dieser sich nunmehr augenblicklich zurück in die Ruhestellung bewegen kann und in
• Figur 9 den Prellbock gemäß Fig.6 in der Ruhestellung und die Mitnehmerscheibe in einer Stellung, in der sie wieder arbeitsbereit ist, um den Prellbock in die Arbeitsstellung zu führen.

Embodiments of the invention are explained below with reference to the drawings. The drawings show in

• Figure 1 relatively schematically a side view of a first embodiment of a buffer with its actuating means and at the same time a top view, in
• Figure 2 shows the arrangement of the bumper in accordance with FIG. 1 in connection with the clearance profile, in
• Figure 3 on a larger scale the abutment of the actual bumper block according to FIG. 1 and the actuating means in
• Figure 4 on a larger scale, the horizontal guide between the piston cylinder assembly and the guide rod, in
• FIG. 5 shows a modified embodiment of the arrangement according to FIG. 1, in
• 6 shows a buffer in its working position immediately after the actual buffer is raised from the rest position with another drive device, in
• 7 in the working position, the drive plate has moved back into a waiting position, in
• FIG. 8 the buffer block according to FIG. In a position in which the locking of the buffer block is released by a rotary movement of the drive plate and the buffer block can now immediately move back into the rest position and in
• FIG. 9 the buffer block according to FIG. 6 in the rest position and the drive plate in a position in which it is ready to work again in order to guide the buffer block into the working position.

In Fig. 1, part of a track system is shown with 1 and 2 with a buffer, two of which, of course, can be arranged on both sides of the rails. The actual buffer block consists of two buffer block supports 3 and 4 aligned in the longitudinal direction of the track, e.g. B. telescopic pipe parts, in which spring assemblies are arranged, which may consist of buffer springs and which collapse upon impact of a wagon and thereby a large part of the kinetic energy change the wagon into friction. A buffer of a wagon is shown at 5 and this buffer rests on the buffer surface 6 of the buffer. The buffer halves 3 and 4 are carried at one end by a handlebar 7, which can be pivoted at 8 at a corresponding abutment, e.g. B. a foundation or a housing attached to the track grate 1 is arranged. The other end of the bumper blocks 3 and 4 is slidably mounted in a horizontal guide 9 and carries a pawl 10 which is freely pivotable about a pivot shaft 11.

The movement of the link 7 takes place via a piston-cylinder arrangement 12, which is mounted in a horizontal guide 14 so that it can be pushed back and forth by a small amount, the end of the piston-cylinder arrangement 12 facing away from the link 7 articulatedly engaging on a guide rod 15, the other end on a latch 16 engages, which is pivotally mounted in a stationary manner, as is clearly shown at 17 in FIG. 3. The locking lever 16 carries at the end facing away from the articulation point of the guide rod 15 a connecting lever 18 which engages on a locking plate 19 which can be pushed back and forth in a guide (not shown in detail), as can be seen in FIG. 3. Above the locking plate 19 there is an abutment 20, which is arranged in a fixed position and against which the correspondingly designed end of the pawl 10 bears, the locking pawl 10 then additionally being supported on the locking plate 19.

The horizontal guide 14 consists essentially of a sliding block 21 (FIG. 4), on which the piston-cylinder arrangement 12 and the guide rod 15 on the one hand articulate. The sliding block 21 can be moved back and forth between the stops A and B by being in a corresponding horizontal guide. tion is stored in a conventional manner.

Usually two bumper blocks 2 are arranged, each of which comes into contact with the assigned buffer 5 of the wagon. In such a case, the guide rods 15 of the two bumper blocks 2 are connected to one another via a shaft 22 in that the locking lever 16 is fixedly arranged on this shaft, so that a synchronized movement of the locking lever 16 is ensured.

Fig. 2 shows that the handlebar 7 is inclined with respect to the horizontal and thereby gets into the clearance profile L when straightening up, exactly opposite the buffer 5 and that when folded down (right part of FIG. 2) the overall arrangement is removed from the clearance profile L. is, but hardly protrudes over the tracks to the side, here a corresponding design of the sleepers can be made, the overall arrangement being mounted on a foundation, not shown in the drawing and not explained in detail.

FIG. 5 shows that a parallelogram arrangement 23 can also be used instead of the handlebar 7, without thereby departing from the basic idea of the arrangement explained above.

• Durch Druckbeaufschlagen der Kolbenzylinderanordnung im Fall der in Fig.1 dargestellten Stellung der Gesamtanordnung erfolgt ein Einziehen des Kolbens in den eigentlichen Zylinder. Hierbei bewegt sich der Kulissenstein 21 aus der in Fig. 1 dargestellten Stellung in die in Fig. 4 dargestellte Stellung, d. h. er kommt zur Anlage an dem Anschlag A. Durch diese Bewegung erfolgte ein Zug an der Führungsstange 15 und der Riegelhebel 16 wurde um die Welle 22 im Uhrzeigersinn geschwenkt. Der dadurch auf den Verbindungshebel 18 ausgeübte Zug führt die Riegelplatte 19 in eine Stellung, in der sie sich voll unterhalb des Widerlagers 20 befindet. Dadurch, daß die Sperrklinke ihre Unterstützung verloren hat, fällt diese herunter. Bei einem weiteren Zug an der Kolbenstange der Koibenzylinderanordnung wird nunmehr der Lenker 7 um das Drehlager 8 ebenfalls in Richtung des Uhrzeigersinnes bewegt und hierdurch die beiden Prellbockstützen 3 und 4 in der Horizontalführung 9 nach hinten geschoben, so wie dies gestrichelt in Fig. 3 dargestellt ist. Hierbei hat die Sperrklinke 10 das Widerlager 20 überlaufen, da die Sperrklinke nach links in Fig. 3 wegschwenken kann.

The operation of the device explained above is as follows:

• By pressurizing the piston-cylinder arrangement in the case of the position of the overall arrangement shown in FIG. 1, the piston is drawn into the actual cylinder. Here, the sliding block 21 moves from the position shown in Fig. 1 in the position shown in Fig. 4, ie it comes to rest against the stop A. This movement caused a pull on the guide rod 15 and the locking lever 16 was around Shaft 22 swiveled clockwise. The train thereby exerted on the connecting lever 18 leads the locking plate 19 into a position in which it is located completely below the abutment 20. Because the pawl has lost its support, it drops. In the case of a further pull on the piston rod of the piston cylinder arrangement, the link 7 is now also moved in the clockwise direction about the pivot bearing 8, and as a result the two bumper supports 3 and 4 are pushed backwards in the horizontal guide 9, as is shown in broken lines in FIG. 3 . Here, the pawl 10 has overrun the abutment 20, since the pawl can pivot away to the left in Fig. 3.

As a result of this movement, the overall arrangement is moved into the position shown on the right in FIG. H. the rest position, led. In order to erect the buffer again, the piston 12 is now extended by applying appropriate pressure to the piston-cylinder arrangement. Since the resistance represented by the handlebar 7 and the bumper supports 3 and 4 is greater than the resistance opposed to a displacement of the sliding block, the sliding block is now moved from the position shown in FIG. 4 to the position shown in FIG. 1 led, d. H. the actual locking plate 19 comes from its retracted position, in which it is in alignment below the abutment 20, in the position shown in full lines in FIG. 3. With a further pressure on the piston, the handlebar is lifted and at the same time swung into the clearance profile L and the bumper block arrangement 2 in the horizontal guide 9 is also pulled forward. Here, the pawl 10 passes over the abutment 20 and thereby inevitably comes into the locking position shown in FIG. 3, in which the bumper is again guided into the upright position according to FIG. 1.

In the retracted position, the bumper can be easily run over by wagons, whereby the fact that the two bumper blocks are connected to each other via the shaft 22 ensures that the bumper blocks are pivoted in simultaneously.

FIG. 5 shows that a parallelogram link 23 can also be used instead of the single link 7 without the one explained above Operation of the device according to the invention is left.

6 consists of a buffer support 30, which can be formed, for example, from two telescopic pipe parts, in which spring assemblies can be arranged, which consist of buffer springs and which spring together when a wagon hits and thereby absorb a large part of the kinetic energy of the Convert wagons into friction. A buffer of a wagon, not shown in the drawing, comes to rest on the buffer block 6. The bumper block 2 is supported at one end by a handlebar arrangement 7, which can be pivoted in a stationary manner at 8 on a corresponding abutment, e.g. B. a foundation or the track grate is arranged. The other end of the buffer support 30 is slidably mounted in a horizontal guide 9 and carries a pawl 10 which is freely pivotable about a pivot shaft 11.

In the illustrated embodiment, the overall arrangement of the actual bumper is arranged within a housing 31, which can be fixed to the track grate.

The movement of the link arrangement 7 takes place via a drive device 120, which in the embodiments according to FIGS. 6 to 9 is formed by a gear motor 32 and a chain drive 33, the chain drive 33 acting on a drive plate 34. The drive plate can rotate freely on the shaft 8 for the handlebar assembly 7, i. H. the rotational movement of the drive plate 34 is independent of the link arrangement 7 likewise mounted on the shaft 8.

The drive plate 34 carries an extension 35 which can come into contact with a stop 36 on the handlebar arrangement 7, as shown in FIG. 6, while according to FIG. 7 the drive plate 34 is in a position in which this contact is canceled.

The handlebar arrangement 7 is pivotally connected to the buffer support 30 at 37 and the buffer buffer 6 is fixedly arranged on the buffer support 30 with regard to its angular position.

The approach 35 of the driving plate 34 carries a guide rod 15 which is mounted in corresponding bearings and can be moved back and forth when the driving plate 34 moves.

A horizontal guide 9 is provided in the housing 31, in which the rear end of the bumper support 30 leads, for example via a corresponding sliding block or the like. Between this guide assigned to the bumper support 30 and not recognizable in the drawing, and the front end of the horizontal guide 9 a compression spring arrangement 38 is provided, which is tensioned during the movement of the buffer support 30, for example from the position shown in FIG. 9 to the position shown in FIG. 6, but can relax when the pawl 10 is released, so that it thereby Buffer jack support 30 leads from the position shown in FIG. 6 into the position shown in FIG. 9.

An abutment 20 is provided in the area of the rear end of the bumper support 30. This abutment 20 consists of a locking plate 39 which is pivotable at 40 stationary, i.e. H. for example, is mounted in the housing 31 and has on its upper side a support 41 on which the pawl 10 can come to rest, as clearly shown in FIG. 6. The locking plate 39 is held in the position shown in FIGS. 6 and 7, in that it lies on the rear end of the guide rod 15. If the guide rod is moved forward, the support of the locking plate 39 is canceled and the locking plate 39 can pivot about the axis 40 and then comes into the position shown in FIG.

Fixed to the locking plate 39 is a run-up runner 42 which, due to its fixed connection to the locking plate 39, participates in the pivoting movement of the locking plate.

At 43, a bearing block is shown, which is arranged within the housing 31 and on which the bumper support 30 rests in the non-working position.

The limit switches required to operate the arrangement, which ultimately control the geared motor 32, are not shown in the drawing for reasons of clarity.

• Figur 6 Durch den Getriebemotor 32 wurde die Mitnehmerscheibe 34 um eine Winkelbewegung entgegengesetzt dem Uhrzeiger angetrieben und hat die Lenkeranordnung 7 aus der in Fig. 9 dargestellten Stellung in die in Fig. 6 dargestellte Stellung angehoben.

The operation of the device according to FIGS. 6 to 9 is as follows:

• Figure 6 By the geared motor 32, the drive plate 34 was driven by an angular movement counterclockwise and has raised the handlebar assembly 7 from the position shown in Fig. 9 to the position shown in Fig. 6.

During this movement, the bumper support 30 was pulled forward in the horizontal guide 9 and compressed the compression spring arrangement 38. The pawl 10 (see FIG. 9) hanging freely at the rear end of the buffer support has overflowed the support 41 and comes with its underside to the top of the locking plate 39 and now supports itself on the one hand on the top of the locking plate 39 and on the other the support 41. Through this position, the buffer support is locked in its position shown in Fig. 6 and ready to work.

Figure 7 From the position shown in FIG. 1, the drive plate 34 has now rotated by a small angle in the clockwise direction and is now in a standby position. The support of the bumper, i.e. H. the buffer support 30 takes place exclusively through the interaction of the pawl 10 with the abutment 20.

Figure 8 Driven by the geared motor 32, the drive plate 34 has rotated by a further angular amount in the clockwise direction and has taken the guide rod 15 with it, which thereby releases the locking plate 39 at its opposite end come, this is no longer supported, so that thereby the locking plate 39 has fallen down, specifically about the pivot axis 40. Due to this movement, the pawl 10 could swing freely. The support of the bumper support 30 is released and the energy stored in the compression spring arrangement 38 can now be released, which then guides the bumper support 30 in the horizontal guide 9 to the rear. Here, the rear end of the bumper support overruns 42 and thus lifts the locking plate 39 into a position in which there is now the possibility that the guide rod 15 again under the locking plate by a return movement of the drive plate 34 (rotation in the counterclockwise direction) 39 can be performed, as shown in Fig. 9. The abutment 20 is herewith ready for operation again, but the buffer is in a rest position.

Figure 9 The bumper is in the rest position, the drive plate 34 in a standby position, i. H. immediately when driving the drive plate 34 in the counterclockwise direction, the projection 35 of the drive plate 34 comes into contact with the stop 36 of the handlebar assembly 7 and can now lift the handlebar assembly 7. Here, the free-hanging pawl 10 overruns the runner 42 and comes behind the support 41 of the locking plate 39, so that. Then the position shown in Fig. 6 is reached again.

Claims (17)

1. Buffer stop (2) for railway vehicles which can be moved on track systems, having two buffer stop supports (3, 4 ; 30) which are aligned in the longitudinal direction of the track and can be moved relative to one another in a spring-loaded manner, to the front end of which buffer stop (2) is connected in an articulated manner a guide link (7), the said front end having a buffer stop impact surface (6), the other end of which guide link (7) is mounted in a fixed position and in such a way that it can be swivelled (at 8) on a foundation outside the clearance gauge (L), whereas the rear end is supported on a fixed thrust block (20), the buffer stop being movable from an inoperative position, clearing the track and located outside the clearance gauge, into a working position inside the vehicle terminating profile, in which working position the buffer stop impact surfaces (6) come into contact with a waggon buffer (5), characterised by

a) a piston-cylinder arrangement (12) which is connected to the guide link (7) and, in the area of the foundation, is mounted, in such a way that it can be swivelled, in a short horizontal guide (14) which is terminated by stops (A and B) at the ends,

b) a horizontal guide (9) for the rear end of the buffer stop supports (3, 4),

c) a locking pawl (10) which can be freely swivelled and is also arranged at the rear end of the buffer stop support and which comes to bear against the fixed thrust block (20),

d) a guide bar (15) connected to the piston-cylinder arrangement (12) in the area of the horizontal guide (14), which guide bar (15), at its end facing away from the piston-cylinder arrangement (12), carries, a locking plate (19) which holds the locking pawl (10) in its position bearing against the thrust block (20) when there is a corresponding movement of the piston-cylinder arrangement (12).

2. Buffer stop according to Claim 1, characterised in that the guide bar (15), on its thrust block side, engages with a locking lever (16) which is mounted in a concentrically rotatable and fixed manner and, at its other lever end, engages with the locking plate (19), which can be displaced in a horizontally reciprocating manner below the fixed thrust block (20) and, in the locking position, engages beneath the locking pawl (10) (Fig. 3).

3. Buffer stop at least according to Claim 1, having buffer stop supports (3, 4) provided on each side of the track, characterised in that the locking levers (16) are connected to one another via a common shaft (Fig. 2).

4. Buffer stop according to one or more of the preceding claims, characterised in that the horizontal guide (14) has a sliding block (21) between the piston-cylinder arrangement (12) and the guide bar (15), the piston-cylinder arrangement (12) and the guide bar (15) engaging on the sliding block (21) (Fig. 4).

5. Buffer stop according to Claims 1 and 4, characterised in that the movement of the sliding block (21) in the horizontal guide (14) is only selected to such an extent that the locking pawl (10) locks or is released.

6. Buffer stop at least according to Claim 1, characterised in that the buffer stop supports (3, 4), which can be moved relative to one another, can be moved towards buffer springs known per se.

7. Buffer stop at least according to Claim 1, characterised in that the guide link (7) is designed as a parallelogram linkage (23) (Fig. 5).

8. Buffer stop at least according to Claim 1, characterised by

a) a gear motor (22) as a drive device (120),

b) a carrier plate (34) driven by the gear motor, which carrier plate (34) has the same rotary axis (8) as the guide link arrangement (7),

c) a freely rotatable mounting of the guide link arrangement (7) on the rotary axis (8),

d) a stop (35, 36) between the carrier plate (34) and the guide link arrangement (7),

e) a locking plate (39), which is mounted in such a way that it can be freely swivelled (at 40), for the locking pawl (6), the guide bar (15), because of its displacement movement which takes place in its longitudinal axis, being able to support and release the locking plate (39),

f) a compression spring arrangement (38) which is arranged in a fixed position and which is tightened in one direction and released in the other direction during the displacement movement of the buffer stop (2).

9. Buffer stop according to Claim 8, characterised in that the guide bar (15) is connected as a drive to the carrier plate (34).

10. Buffer stop according to Claim 9, characterised in that the locking plate (39), at its rear end, has an angular, upwardly directed over-run skid (42), which, when the locking plate (39) is swung down, comes in contact with the rear end of the buffer stop support (30) when the latter is returned, and effects a rotary movement of the locking plate.

11. Buffer stop at least according to Claim 8, characterised in that the front end of the buffer stop support (30) firmly supports the buffer stop (6).

12. Buffer stop at least according to Claim 8, characterised in that the carrier plate (34) is connected to the gear motor (32) by means of a chain drive (33).

13. Buffer stop at least according to Claim 8, characterised in that the gear motor (32), with regard to its rotary direction and its starting or stopping, is controlled by means of limit switches actuated by the carrier plate (34) or the guide bar (15).

14. Buffer stop according to one or more of the preceding claims, characterised by a housing (31) for accommodating the component parts forming the buffer stop (2) or the buffer stop support (30).

15. Buffer stop at least according to Claim 8, characterised by a pedestal (43), arranged inside the housing, for the buffer stop (2) swivelled into the inoperative position.

16. Buffer stop at least according to Claim 8, characterised in that the compression spring arrangement (38) is arranged in the horizontal guide (9) of the buffer stop (2).

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