EP0144619B1 - Complexe de triage pour véhicules ferroviaires - Google Patents

Complexe de triage pour véhicules ferroviaires Download PDF

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Publication number
EP0144619B1
EP0144619B1 EP84112140A EP84112140A EP0144619B1 EP 0144619 B1 EP0144619 B1 EP 0144619B1 EP 84112140 A EP84112140 A EP 84112140A EP 84112140 A EP84112140 A EP 84112140A EP 0144619 B1 EP0144619 B1 EP 0144619B1
Authority
EP
European Patent Office
Prior art keywords
arrangement according
track
conveying
shunting
wagons
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.)
Expired
Application number
EP84112140A
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German (de)
English (en)
Other versions
EP0144619A2 (fr
EP0144619A3 (en
Inventor
Eric Huber
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Airbus Defence and Space GmbH
Original Assignee
Messerschmitt Bolkow Blohm AG
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Messerschmitt Bolkow Blohm AG filed Critical Messerschmitt Bolkow Blohm AG
Priority to AT84112140T priority Critical patent/ATE45709T1/de
Publication of EP0144619A2 publication Critical patent/EP0144619A2/fr
Publication of EP0144619A3 publication Critical patent/EP0144619A3/de
Application granted granted Critical
Publication of EP0144619B1 publication Critical patent/EP0144619B1/fr
Expired legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
    • B61G7/00—Details or accessories
    • B61G7/04—Coupling or uncoupling by means of trackside apparatus
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61B—RAILWAY SYSTEMS; EQUIPMENT THEREFOR NOT OTHERWISE PROVIDED FOR
    • B61B13/00—Other railway systems
    • B61B13/12—Systems with propulsion devices between or alongside the rails, e.g. pneumatic systems
    • 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
    • B61J3/12—Self-propelled tractors or pushing vehicles, e.g. mules
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61K—AUXILIARY EQUIPMENT SPECIALLY ADAPTED FOR RAILWAYS, NOT OTHERWISE PROVIDED FOR
    • B61K7/00—Railway stops fixed to permanent way; Track brakes or retarding apparatus fixed to permanent way; Sand tracks or the like
    • B61K7/02—Track brakes or retarding apparatus
    • B61K7/12—Track brakes or retarding apparatus electrically controlled
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L17/00—Switching systems for classification yards

Definitions

  • the invention relates to a maneuvering system for rail vehicles according to the preamble of claim 1.
  • the cars to be assembled still hit the car sequence that has already been parked at speeds of approximately 1.25 m / s, despite braking with brake shoes or the like.
  • the pressure surges that occur thereby strain the wagons and also the freight.
  • the track system is heavily loaded.
  • the invention has for its object to provide a concept for a maneuvering system with high displacement, which has a much smaller footprint than previous systems with the same displacement, in which the noise pollution when moving the car and the train assembly is significantly reduced, in which the manual work be reduced especially when coupling and uncoupling the car and with a gentle operation, ie Protection of cargo, rolling stock and track systems is possible.
  • a drainage hill is no longer necessary.
  • the functions of this drainage hill and the otherwise necessary shunting locomotives are taken over by small tractors in the form of trolleys.
  • These trolleys are equipped with robotic tools for coupling and uncoupling the wagons and, if necessary, for other functions, such as setting switches.
  • You take over one wagon at each transfer station and take it computer-controlled to the destination where the desired train sequence is to be put together.
  • the carriages are coupled with the already existing carriages with the help of the robot tools.
  • Lower tracks are provided below the track systems used by the wagons.
  • the trolleys each have a lifting / lowering device with which they can be set down from the top track to the bottom track and vice versa. After coupling the respective towed wagon to the wagon sequence to be put together, the conveyor cats move onto the lower track and can be returned to the transfer station in a computer-controlled manner without obstruction of the wagons or conveyor cats traveling or parked on the top track.
  • the space requirement for a maneuvering system according to the invention is already considerably less than that for a conventional maneuvering system even according to the most modern technology.
  • This space requirement can be significantly reduced by arranging the track system consisting of upper and lower tracks at least in the area in which the trains are put together in several superimposed levels, preferably in a multi-storey building.
  • the building can be assembled from prefabricated concrete parts, which are designed as stackable and interlocking hollow profiles when stacked, whose free profile space surrounds the loading profile of the wagons to be moved and has a pit on the floor for the siding.
  • the conveyor cats used have one own drive, preferably an electric drive, which draws its energy from power rails next to the top and bottom tracks.
  • the conveyor cats receive information from a central control station at the transfer station, via a radio link, for the work to be carried out by them. This information is processed with a small computer inside the trolley. It is possible to provide two-way data transmission between the control center and the trolley.
  • the conveyor cats have three sets of manipulator arms as robot tools, namely a pneumatic coupling gripper, a pull coupling bracket and a tension screwdriver, with which they can loosen or establish the connection between two carriages.
  • the conveyor trolleys are equipped with several distance sensors, one of which acts in the direction of travel. This distance sensor works with the control of the conveyor trolley so that it can approach a stationary wagon with a controlled delay. With further sensors, which works in the direction of the coupling parts of the wagons to be connected or disconnected, the position of the coupling parts is then detected at least so precisely that the manipulator arms can be directed in the vicinity of the parts to be gripped. The manipulator arms are then fine-tuned using simple pushbuttons or short-range induction sensors that are arranged directly in the manipulator arms.
  • the conveyor cats preferably have pressure rollers which grip under the rail heads of the upper tracks to increase the wheel static friction when transporting wagons.
  • a linear motor drive can also be provided in order to increase the driving or braking force of the trolleys.
  • the trolleys have a lifting and lowering device with which they can be moved from the upper track to the lower track, which has a smaller track width, and vice versa.
  • the drive wheels of the trolleys are each axially displaced.
  • a major advantage of the concept of a maneuvering system according to the invention can also be seen in the fact that no changes to the wagon fleet or to the organizational structure of the train are required.
  • a maneuvering system according to the invention also provides a higher operational quality than before and is environmentally compatible to an unknown extent.
  • FIG. 1 shows a map of the surroundings for a maneuvering system 1 with access and departure tracks 2.
  • the maneuvering system has a multi-storey building 3, on the individual floors of which track harps 4 are arranged, on which carriages 5 (FIG. 4) are put together to form trains.
  • Building 3 is adjoined at least on one side by an entrance area E with a transfer station 6.
  • a further entry area E 'with a transfer station 6' can be provided on the other narrow side of the building 3.
  • the car sequences entering the entry area E are automatically uncoupled here and taken over by conveyor cats 7.
  • the conveyor cats move into the transfer station 6 on a lower track 8, uncouple the cars and are then transferred to the normal upper track 2.
  • the conveyor cats are computer-controlled and pull the respective wagon onto a specific track 2 of a track harp 4 in the building 3 in accordance with the information entered for the computer and couple it to wagons already parked there.
  • the conveyor trolley 7 is then moved onto the lower track 8 running below the tracks 2 and back to the transfer station 6 headed.
  • a large number of conveyor trolleys 7 are provided, all of which perform the same computer-controlled functions. In this way, trains with a desired wagon sequence are put together on tracks 2 of the track harp on the individual floors of building 3.
  • FIG. 2 schematically shows a perspective view of the multi-storey building 3.
  • This building 3 has four floors S1 to S4, two floors below and two floors above the ground level.
  • a track harp 4 is provided in each of the floors and has a plurality of parallel top tracks 2.
  • the narrow-track lower tracks 8 mentioned run below this upper track 2, which are returned in a loop (not shown here) to the transfer station 6, as is shown schematically in FIG.
  • the building 3 can be divided into three areas in the longitudinal direction following the transfer station 6, namely a maneuvering area A1, in which the conveyor cats with the attached carriages are distributed to the individual floors and there to the individual tracks 2 of the track harps 4, a storage area A2 from a multiplicity of parallel tracks 2 on each floor, on which the trains are put together, and an exit area A3 from which the provided trains are pushed out of the individual floors for further transport to the ground-level exit track.
  • a maneuvering area A1 in which the conveyor cats with the attached carriages are distributed to the individual floors and there to the individual tracks 2 of the track harps 4
  • a storage area A2 from a multiplicity of parallel tracks 2 on each floor, on which the trains are put together
  • an exit area A3 from which the provided trains are pushed out of the individual floors for further transport to the ground-level exit track.
  • the multi-storey building 3 can, as shown schematically in Figure 3, composed of hollow profile prefabricated parts in the form of ring pillars 11 made of reinforced concrete.
  • the clear space 12 of each ring pillar 11 essentially corresponds to the so-called regular light space, which is provided by the railway as a minimum passage cross-section in tunnels, underpasses or the like. This regular light space is drawn with a ring pillar 11 and designated 13. Rails 15 of the normal top track 2, on which the carriages 5 roll, are laid on two horizontal shoulders 14 on the floor of the clear space 12.
  • the outer boundary of the carriage 5 lies within the so-called loading profile 16, which is also predetermined by the train and must not be exceeded by the carriage.
  • This loading profile 16 lies within the standard light room 13.
  • a pit 17 is provided, on the bottom of which rails 18 of the narrow-track lower track 8 are laid.
  • This narrow-track lower track 8 can be traveled by the conveyor cats 7, as indicated for a ring pillar in FIG. 3, without the carriages 5 located on the upper track or any conveyor cats 7 possibly present there being impeded.
  • the ring pillars 11 are delimited by flat outer side walls 19 on both sides in the longitudinal direction of the tracks 2 and 8.
  • the upper outer cover wall 20 is also flat, but has two-surface cutouts 21 on both sides in the region of the side walls 19.
  • the lower bottom wall 22 has a projection 23 in the area of the pit 17.
  • the ring pillars 11 can be stacked one above the other, so that the projection 23 engages in the outer cutouts 21 in a plane of adjacent ring pillars in the bottom wall of a ring pillar 11 lying above it. In this way, all ring pillars are interlocked when stacked. In this position, as is common with reinforced concrete structures, they are secured by steel reinforcement and mortar.
  • the entire building 3 can be assembled from such prefabricated parts. These prefabricated parts cannot be used only in the area of the switches, that is to say in the above-mentioned maneuvering area A1 and in the exit area A3. In these areas, the building must be erected in the conventional manner using in-situ concrete.
  • the functions of the shunting system i.e. of the entire marshalling yard are divided into three different parts of the system, namely the transfer station, the trolley system and the multi-storey building.
  • the transfer station 6 takes over all the tasks that occur in a conventional marshalling yard before the cars are pulled off the trains to be dismantled via the discharge hill, i.e. Register the wagons with their destination station, uncouple the wagons and control the direction tracks 2R within the track harness 4 in the building 3.
  • the transfer station has a decoupling station 31 and a control center 32 with a computer 33.
  • a train to be disassembled from a plurality of carriages 5 drives into the transfer station 6 on an entry track 2E and is taken over there by a stationary driver device 34 and pulled through the decoupling station 31 at a speed of typically 0.5 to 1 m / s that can be controlled by the control station 32 .
  • the entraining device 34 consists of an endless chain 35 running along the rails of the entry track 2E, into which entraining carriages 36 are hung at the entrance to the decoupling station, which grip the wheels 37 of a carriage with pressure rollers 38 near the rails and thereby move the carriages through the uncoupling station 31 .
  • the conveyor trolley either drives with its own drive or is guided on the bottom of the pit 47 by means of a transport path 41, which runs synchronously with the driver device 34. In the latter case, the conveyor trolley is supported on this transport path by means of a lifting / lowering device 42.
  • a lifting / lowering device 42 When the trolley has reached the desired position, it sits on the upper track 2 with the aid of its lifting / lowering device 42, uncouples the carriage 5 with the aid of robotic tools and then pulls the carriage 5 based on information from the computer 33 in the control center 32 one of the direction tracks 2R on one of the floors of building 3.
  • the conveyor cat works computer-controlled and receives its information from the control center 32 via radio data transmission. In addition, data can be exchanged between the trolleys and the control center. So z. B. indicated by the trolley when the work of uncoupling is finished. The driving command for the trolley is then transmitted from the control center as soon as the coupling of the following car is released.
  • the functions at the transfer station are illustrated in the diagram of FIG.
  • the arriving wagons 5 are inspected and identified by a man at the entry track 2G and the destination station, together with other data relevant for the train composition, is entered into the computer 33 of the transfer station via a hand terminal.
  • the inserted carriages 5 are individually marked by attaching a number disk, which can be read both by the hand-held terminal 43 and by the conveyor trolley, to a buffer with a two-digit circulation number.
  • the number disk is stripped off after the trolley has read it and later brought it back to the entry end of the transfer station.
  • the car connection is checked by a second operator. Special features which are difficult to identify for the conveyor cats are communicated to the computer 33 of the transfer station via the hand terminal 43.
  • a control console 44 is provided in the transfer station 32, via which the decoupling process is controlled and the driving command is given to the respective conveyor trolley.
  • the assignment of the destination station for the respective carriage to the current direction track 2R in the building 3 is done by the computer 33 of the transfer station.
  • the trolley will be informed of the directional track to be controlled as soon as it has reported its circulation number.
  • the current direction tracks 2R are determined in a further control console 45, a decision is made as to when a train has been put together completely, routes have been reserved for locomotives to collect the trains put together in the building, and the corresponding signpost trolleys have been commissioned.
  • Each trolley has a chassis frame 51 with four drive wheels 52, the track width of which can be changed. With these wheels, the conveyor trolley 7 can travel on the upper track 2 and, if the track width of the drive wheels changes, on the narrow-track lower track in the pit 17.
  • the wheels 52 are driven by an electric drive 53.
  • This electric drive 53 receives its energy via laterally pivotable pantographs 54 which engage in a busbar 55 running parallel to the upper tracks 2.
  • This pantograph and the busbar are used during the normal conveying movement of the trolley 7 on the upper tracks, as is shown in FIG.
  • a further busbar 56 is provided, into which current collectors 57, which are firmly connected to the lifting / lowering device 42, engage.
  • This busbar and this pantograph is used in the ascending and descending processes to be described and for the return trip of the trolley in the pit 17.
  • the busbar 56 in the pit 17 can optionally also be used for two-sided data transmission between the trolley and the control station.
  • the above-mentioned lifting and lowering device is a scissor-type construction consisting of two mutually coupled scissors on both sides of the chassis frame 51.
  • the outer articulation points of the scissors on the chassis frame 51 can be displaced in only indicated guides 59, this displacement using the drive 53 of the trolley he follows.
  • the bottom ends of the scissors are provided with rollers 60.
  • the scissors By moving the outer articulation points 58 of the scissors construction, the scissors can either be pulled directly to the underside of the conveyor trolley or can be deflected so far that the rollers 60 are supported on the bottom of the pit 17, as shown in FIG. From the position of the trolley on the upper track shown in FIG. 6, the trolley can be transferred to the lower track 8.
  • the drive wheels 52 are retracted until they lie directly on the chassis frame, as shown in FIG. 8.
  • the trolley is then lowered until the drive wheels 52 touch the rails of the lower track 8.
  • the lifting / lowering device can then move the conveyor trolley on the lower track 8 back to the transfer station.
  • the conveyor cats On the two narrow end faces, the conveyor cats also have couplings 63 with which a plurality of conveyor cats can be coupled together for a journey together. These clutches, like the other functions of the trolley to be described, are controlled by on-board electronics 64.
  • the couplings contain lines for data exchange with the coupled trolley.
  • switch actuators 65 are also provided, which are likewise set by the on-board electronics in accordance with the information available from the computer in the transfer station to the points to be driven through by the trolley itself; the switch can also be set centrally from the transfer station.
  • Each conveyor trolley 7 is equipped with three robotic tools, namely a compressed air clutch gripper 71, a tension clutch bracket gripper 72 and a tension screwdriver 73 .
  • An upper arm lever 76 connects to the shoulder joint 75 and is connected to a forearm lever 77 via an elbow joint 78.
  • a wrist 79 is provided which carries the manipulator hand 80, which is designed as a U-shaped gripper.
  • the manipulator arms of the compressed air clutch gripper individually grip the compressed air taps of the vehicles to be coupled and uncoupled in such a way that even taps with ratchet levers are actuated safely.
  • freely suspended rod-shaped structures in this case the compressed air coupling of the carriages, can be rotated against one another at the hose ends.
  • the traction clutch bracket gripper 72 is supported on its surface with two shoulder joints 81 symmetrical to the central longitudinal axis of the conveyor trolley.
  • Upper arm levers 82 each adjoin these shoulder joints and each end in an elbow joint.
  • Two forearm levers 84 which end in a common wrist 85, are connected to this elbow joint.
  • This wrist 85 is connected to a crossmember 86, at the two ends of which there are joints 87, of which two arms 88 extend in the direction of the rear end of the conveyor trolley.
  • joints 89 are fastened which carry gripping jaws 90.
  • the crossbeam 86, the joints 87, arms 88, joints 89 and the gripping jaws 90 correspond to the manipulator hand 91 of the pulling coupling bracket gripper 72.
  • the gripping jaws 90 grip the coupling bracket (not shown) of the carriage to be pulled laterally and can be rotated about the horizontal transverse axis.
  • the arms 88 correspond to the fingers of the manipulator hand 91, are long enough that the gripped coupling bracket can be swiveled through.
  • the common wrist 85 with the possibility of rotation is required in order to turn eccentrically turned clamping screw legs together with the clamping screwdriver 73 to be described below in the middle between the anchor nuts, so that the entire clamping range of the screw can be used.
  • the gripping jaws 90 can be rotated about two axes with the aid of the joints 89, namely a gripping axis and a rotation axis.
  • the gripper jaw rotation axis makes it easier to hook and unhook the coupling bracket and enables transport from the resting hook position to the coupling hook position.
  • the arms 88 are long enough to be able to pivot through the gripped bracket.
  • the pull clutch bracket gripper is designed very powerful, since this is the task "pulling the car”. Forces occur up to about 23,000 N, which exert a torque on the shoulder joint 81.
  • the tightening screwdriver 73 has the task of tightening the tightening screw 92 of the pull coupling, cf. Figure 9 to reach around, the clamping screw holding the coupling bracket 93.
  • a handle 94 assigned to the clamping screw must be pivoted out of the locking position into the rotating position (FIG. 9) and then the clamping screw 92 must be rotated.
  • the clamping screwdriver consists of two manipulator arms 101 which are mirror-symmetrical about the vertical longitudinal plane of the conveyor trolley and which are each supported in a shoulder joint 102 on the upper side of the conveyor trolley.
  • An upper arm lever 103 connects to the shoulder joint and is connected at its outer end to an elbow joint 104.
  • the elbow joint 104 is connected to a forearm lever 105, which ends in a wrist 106.
  • a ring half 107 is arranged on each manipulator arm as a manipulator hand.
  • the manipulator arms 101 always work in a coordinated manner by moving from the rest position shown in FIG Appear the conveyor trolley and enclose with its ring halves the tensioning screw 92 of the pull coupling, then lock the ring halves 107 against each other and thereby form a complete ring, as shown in FIG. 9.
  • the elbow joint 104 essentially serves to shorten the manipulator arms in order to be able to compensate for tolerances in the coupling height.
  • An axis of the wrist 106 serves to pivot the ring out of the ring halves about the transverse axis by 180 °, so that the ring always includes the clamping screw 92 on the side of the rocker 94 facing the coupling bracket 93. This position is assumed before the manipulator arms appear due to the stored clutch position information, i.e. whether there is a towed or suspended coupling bracket 93.
  • each of the two ring disks 108 carries two driver pins 109 and 110, the driver pin 109 serving to support the tensioning screw and the driver pin 110 serving to take the rocker 94 at its root.
  • the driving spikes 110 have small gripping jaws 111 at their ends.
  • a pushbutton sensor reports to the manipulator control within the control 64 that the handle is touched, so that it is not rotated any further by the driver mandrel which touches first. If both driver mandrels 110 touch the handle on opposite sides with their gripping jaws 111, further rotation of the ring disks 108 is thereby pinched more or less. The strength of this pressure determines how far the gripping jaws of the driving mandrels 110 turn out of their position given by spring preload and thus pivot the handle 94 into a position perpendicular to the screw axis, i.e. in the rotational position shown in Figure 9. In this position, the clamping screw 92 can be loosened or tightened.
  • the control 64 can lift the handle 94 out of the locking hook, turn it and put it back into the locking hook.
  • the control ensures that the four halves of the washers 108 are completely turned back into the halves 107 before the ring lock is released and the halves 107 on both sides of the clamping screw 92 are pulled away.
  • the clamping screw 92 remains firmly clasped by the ring from the two ring halves 107 in order to enable the pull-coupling bracket gripper 72 not only to exert thrust forces on the coupling but also on pulling.
  • the ring from the two ring halves 107 works together with the pulling clutch bracket gripper 72.
  • the control 64 decides whether the ring or the gripping jaws 90 of the pulling clutch bracket gripper 72 must be rotated and by how many revolutions.
  • the aforementioned main optical sensor 39 is arranged on the top of the conveyor trolley in the center of the vehicle and looks upwards with a viewing angle of approximately 120 °. If two carriages are to be uncoupled and the conveyor trolley is on the lower track 8, the main sensor 39 is used to position the center of the conveyor trolley exactly below the end face of the buffer. During the ascending process with the help of the lifting / lowering device 32, the main sensor measures the working points provided for the manipulator arms of the robot tools 71, 72 and 73 several times. This data is stored in a working memory within the controller 64.
  • FIG. 10 shows a flow chart for the conveyor cycle of the conveyor cats. This flowchart need not be explained in more detail here.
  • FIG. 11 shows the computer equipment and the computer hierarchy for the maneuvering system described.
  • the core of the computer system is the above-mentioned control center computer 33, to which control centers corresponding to the hand-held terminals 43 mentioned and the control center consoles 44, 45 and 46 are connected.
  • FIG. 11 shows further control stations 43 'to 46' which are assigned to the second transfer station 6 '. Additional control centers can be connected.
  • the control center computer also receives information from a disk memory about the freight transported by the wagons 5, the tracks to be traveled, timetables, the wagon fleet, the wagons themselves and the trolleys.
  • a higher-level system is provided, in which freight information and information from the management regarding the route are contained.
  • the control center computer 33 provides all the information that is necessary for the train assembly, ie information about track harness disposition, train formation disposition, train formation, static off evaluation, wagon management, data traffic with the trolleys, trolley management and condition monitoring of the trolleys as well as other stationary facilities. From the control center computer 33, the necessary data for the conveyor cats are transmitted via a transmission medium. B. via radio, slot waveguide or the aforementioned busbar.
  • the so-called polling method is preferably used for the data transmission between the central computer 33 and the controller 64 with the on-board electronics of the conveyor cats, in which the control center computer 33 in turn addresses one conveyor cat after the other, to which the latter answers immediately.
  • the response and response can contain different amounts of user data. This procedure has proven itself for closed subscriber systems.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Automatic Assembly (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
  • Pusher Or Impeller Conveyors (AREA)

Claims (24)

1. Installation de triage pour véhicules sur rails, munie d'une installation de voies ferrées ramifiée et destinée à composée dans l'ordre désiré des trains à partir de wagons sur certaines voies à l'aide de locomotives de triage, caractérisée en ce que les locomotives de triage sont des véhicules tracteurs à la manière de chariots de transport (7) qui sont équipés d'outils-robots (71, 72, 73) destinés à atteler et à dételer les wagons (5), en ce que au moins dans la zone de voies (voies supérieures 2) dans laquelle les trains sont composés, des voies inférieures (8) sont prévues directement au-dessous des voies supérieures (2), en ce que les chariots de transport (7) peuvent circuler sur les voies supérieures et inférieures sans être gênés par des wagons (5) ou des chariots de transport (7) se trouvant respectivement sur l'autre voie et en ce que les chariots de transport (7) présentent chacun un dispositif de levage et d'abaissement (42) destiné à faire passer les chariots de transport (7) de la voie supérieure (2) à la voie inférieure (8) et inversement.
2. Installation de triage selon la revendication 1, caractérisée en ce que au moins dans la zone dans laquelle les trains sont composés, l'installation de voies ferrées est composée de voies supérieures et inférieures (2, 8) dans plusieurs plans superposés (S1 à S4, 3).
3. Installation de triage selon la revendication 2, caractérisée en ce que l'installation de voies ferrées en plusieurs plans est disposée dans un bâtiment (3) à plusieurs étages.
4. Installation de triage selon la revendication 3, caractérisée en ce que le bâtiment est composé d'éléments préfabriqués (11).
5. Installation de triage selon la revendication 4, caractérisée en ce que les éléments préfabriqués sont des profilés creux (11)' superposables qui s'imbriquent les uns avec les autres lorsqu'on les superpose, dont le profil intérieur libre (12) entoure le gabarit de chargement (16) des wagons (5) à déplacer et qui présentent sur le fond une fosse (17) pour les voies inférieures (8).
6. Installation de triage selon la revendication 5, caractérisée en ce que les éléments préfabriqués sont des piliers annulaires (11) en béton armé.
7. Installation de triage selon la revendication 6, caractérisée en ce que en plus des piliers annulaires (11), il est prévu des éléments préfabriqués de pont (11B) en béton armé qui ont une section transversale à peu près en U, l'âme en U formant une fosse (17) pour les voies inférieures (8).
8. Installation de triage selon la revendication 1, caractérisée en ce qu'une station de transfert (6) comportant une station de dételage (31) est prévue dans la zone de la voie d'entrée (2E) de l'installation de triage (1), en ce que la station de dételage (31) présente sous la voie supérieure (2E) une voie inférieure (8R) qui est destinée aux chariots de transport (7) et est reliée aux autres voies inférieures (8), en ce qu'un dispositif d'entraînement (34) destiné à faire avancer les wagons (5) introduits dans la station de dételage (31) est prévu le long de la voie d'entrée (2E) de la station de dételage (31), en ce que les chariots de transport (7) équipés d'un système de propulsion propre (53) sont munis de détecteurs (détecteur principal 39) qui agissent sur un dispositif de commande (64) des chariots de transport (7) afin de positionner les chariots de transport (7) dans la zone d'attelage (92, 93, 94) des wagons (5), et en ce que le dispositif de commande (64) actionne le dispositif de levage et d'abaissement (42) et les outils-robots (71, 72, 73) afin de faire passer chaque chariot de transport (7) sur la voie supérieure (2E), de dételer les wagons (5) à l'aide des outils-robots et de les accrocher au chariot de transport (7).
9. Installation de triage selon la revendication 8, caractérisée en ce que le dispositif d'entraînement (34) présente une chaîne sans fin (35) munie de chariots d'entraînement (36) qui agissent sur les roues (37) des wagons (5) introduits dans la station de dételage (31).
10. Installation de triage selon la revendication 9, caractérisée en ce que le dispositif d'entraînement (34) présente au niveau des voies inférieures (8R) un chemin de transport (41) qui se déplace de manière synchrone et sur lequel s'appuie le dispositif de levage et d'abaissement (42) des chariots de transport (7) positionnés.
11. Installation de triage selon la revendication 1, caractérisée en ce que les chariots de transport (7) présentent un châssis (51) en forme de caisson, des systèmes de propulsion (53) pour des roues d'entraînement (52) roulant sur les voies (2, 8) ainsi que les outils-robots (71, 72, 73) et le dispositif de levage et d'abaissement (42), un dispositif de commande de fonctions (64) pour le système de propulsion, les outils-robots et le dispositif de levage et d'abaissement ainsi que des détecteurs (39, 121) agissant sur le dispositif de commande (64), un détecteur (détecteur principal 39) étant disposé sur le côté supérieur du chariot de transport (7) et servant au positionnement du chariot de transport (7) et des outils-robots (71, 72, 73) dans la zone d'attelage des wagons (5) à atteler et à dételer, et d'autres détecteurs (121) agissant dans la direction de marche du chariot de transport (7) et servant à commander la vitesse de marche du chariot de transport (7).
12. Installation de triage selon la revendication 11, caractérisée en ce que les détecteurs (39, 121) sont des détecteurs optiques ou acoustiques ou des détecteurs à micro-ondes.
13. Installation de triage selon la revendication 11, caractérisée en ce que les roues d'entraînement (52) des chariots de transport (7) peuvent être rentrées et sorties suivant la direction de leur essieu.
14. Installation de triage selon l'une des revendications 11 à 13, caractérisée en ce que des galets-presseurs (62) pouvant pivoter vers l'intérieur et vers l'extérieur sont reliés au châssis (51) des chariots de transport (7) et peuvent s'engager sous les champignons des rails des voies supérieures (2).
15. Installation de triage selon l'une des revendications 11 à 13, caractérisée en ce qu'il est prévu un système de propulsion à moteur linéaire qui est relié au châssis (51) des chariots de transport (7) et peut être mis en marche en renfort pour la phase d'accélération et de freinage.
16. Installation de triage selon l'une des revendications 11 à 15, caractérisée en ce que le système de propulsion (53) des chariots de transport (7) est un dispositif de propulsion électrique qui peut être amené en contact, par l'intermédiaire d'organes de prise de courant (54, 57), avec des rails de contact (55, 56) le long des voies supérieures (2) et des voies inférieures (8).
17. Installation de triage selon l'une des revendications 11 à 16, caractérisée en ce que les chariots de transport (7) présentent trois outils-robots, à savoir un préhenseur d'accouplement à air comprimé (71), un préhenseur de manille d'attelage de traction (72) et un rotateur de vis de tension (73) qui sont chacun articulés par des articulations à épaulement (75, 81, 102) sur le côté supérieur du châssis (51) du chariot de transport (7) et peuvent être amenés dans une position de repos dans laquelle ils se trouvent à plat sur le côté supérieur du châssis (figure 8).
18. Installation de triage selon la revendication 17, caractérisée en ce que le préhenseur d'accouplement à air comprimé (71) présente deux bras de manipulateur (74) disposés de manière symétrique de part et d'autre du plan longitudinal médian vertical des chariots de transport et comportant une articulation à épaulement (75), un levier de bras supérieur (76), une articulation de coude (78), un levier de bras inférieur (77), une rotule (79) et une main de manipulateur en U (80), les mains de manipulateur (80) étant conçues pour saisir et tourner des poignées de robinets à air comprimé dans la zone de l'attelage des wagons (5) à atteler et à dételer.
19. Installation de triage selon la revendication 17, caractérisée en ce que le préhenseur de manille d'attelage de traction (72) présente deux leviers de bras supérieur (82) qui sont articulés par des articulations à épaulement (81) sur le côté supérieur du chariot de transport (7) et sont munis à leurs extrémités libres d'une articulation de coude (83), en ce qu'à ces articulations sont raccordés des leviers de bras inférieur (84) qui conduisent à une rotule commune (85) et en ce qu'à cette rotule est articulée une main de manipulateur (91) qui est composée d'une traverse (86), de deux articulations (87) à l'extrémité de la traverse, de deux bras (88) reliés à ces articulations (87), de deux articulations (89) reliées aux extrémités des bras (88) et de deux mâchoires de préhension (90) reliées aux deux articulations (89).
20. Installation de triage selon la revendication 17, caractérisée en ce que le rotateur de vis de tension (73) présente deux bras de manipulateur (101) qui sont disposés de manière symétrique par rapport au plan médian longitudinal vertical des chariots (7) sur la face supérieure de ces derniers, sont soutenus chacun dans une articulation à épaulement (102) et se prolongent à partir de ces articulations à épaulement (102) par un levier de bras supérieur (103), une articulation de coude (104), un levier de bras inférieur (105), une rotule (106) et une main de manipulateur (107), en ce que chaque main de manipulateur est composée d'une moitié d'anneau (107) à l'intérieur de laquelle sont disposés deux disques semi- annulaires (108) qui peuvent être déplacés en rotation par un moteur et auxquels sont reliés des mandrins d'entraînement (109, 110), les moitiés d'anneau (107) pouvant, une fois qu'elles entourent la vis de tension (92) de l'attelage de traction, être verrouillées l'une avec l'autre pour former un anneau complet.
21. Installation de triage selon la revendication 17, caractérisée en ce que les outils-robots (71, 72, 73) présentent, dans la zone des mains de manipulateur (80, 91, 107), des détecteurs de proximité, de préférence des palpeurs ou des détecteurs à induction de faible portée.
22. Installation de triage selon la revendication 11, caractérisée en ce que les chariots de transport (7) présentent dans le sens de la marche sur les côtés frontaux, des attelages (63) afin qu'ils puissent être attelés à d'autres chariots de transport.
23. Installation de triage selon la revendication 11, caractérisée en ce que des aiguilleurs (65) sont prévus sur le côté inférieur du châssis (51) des chariots de transport (7).
24. Installation de triage selon l'une des revendications précédentes, caractérisée en ce que la commande des fonctions des chariots de transport (7) s'effectue à l'aide d'un calculateur de bord (64) qui est relié du point de vue télécommunications à un calculateur central (33) dont il reçoit des ordres et auquel il renvoie des accusés de réception.
EP84112140A 1983-12-13 1984-10-10 Complexe de triage pour véhicules ferroviaires Expired EP0144619B1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AT84112140T ATE45709T1 (de) 1983-12-13 1984-10-10 Rangieranlage fuer schienenfahrzeuge.

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE3344979 1983-12-13
DE19833344979 DE3344979A1 (de) 1983-12-13 1983-12-13 Rangieranlage fuer schienenfahrzeuge

Publications (3)

Publication Number Publication Date
EP0144619A2 EP0144619A2 (fr) 1985-06-19
EP0144619A3 EP0144619A3 (en) 1987-07-29
EP0144619B1 true EP0144619B1 (fr) 1989-08-23

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EP84112140A Expired EP0144619B1 (fr) 1983-12-13 1984-10-10 Complexe de triage pour véhicules ferroviaires

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Country Link
EP (1) EP0144619B1 (fr)
AT (1) ATE45709T1 (fr)
DE (2) DE3344979A1 (fr)

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DE102022125105A1 (de) 2022-09-29 2024-04-04 Technische Universität Dresden, Körperschaft des öffentlichen Rechts Vorrichtung zum Kuppeln und/oder Entkuppeln von Schienenfahrzeugen mit Schraubenkupplungssystem und Gleistranslationsvorrichtung

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EP3095666B1 (fr) 2015-05-13 2018-05-09 FH OÖ Forschungs & Entwicklungs GmbH Dispositif destine a decoupler un accouplement a vis etire
EP3095665B1 (fr) * 2015-05-13 2018-05-09 FH OÖ Forschungs & Entwicklungs GmbH Dispositif destine a etirer un accouplement a vis
CN113335333B (zh) * 2020-12-14 2023-09-08 重庆中车长客轨道车辆有限公司 单轨车辆及其车钩装置
CN113146628B (zh) * 2021-04-13 2023-03-31 中国铁道科学研究院集团有限公司通信信号研究所 一种适用于编组站的制动软管摘结机器人系统
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Also Published As

Publication number Publication date
DE3344979A1 (de) 1985-06-20
DE3479492D1 (en) 1989-09-28
EP0144619A2 (fr) 1985-06-19
ATE45709T1 (de) 1989-09-15
DE3344979C2 (fr) 1987-01-29
EP0144619A3 (en) 1987-07-29

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