EP0542127B1 - Méthode de manoeuvre d'un premier rail vers un second rail - Google Patents

Méthode de manoeuvre d'un premier rail vers un second rail Download PDF

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Publication number
EP0542127B1
EP0542127B1 EP92118933A EP92118933A EP0542127B1 EP 0542127 B1 EP0542127 B1 EP 0542127B1 EP 92118933 A EP92118933 A EP 92118933A EP 92118933 A EP92118933 A EP 92118933A EP 0542127 B1 EP0542127 B1 EP 0542127B1
Authority
EP
European Patent Office
Prior art keywords
rail
setting
force
positioning
forces
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 - Lifetime
Application number
EP92118933A
Other languages
German (de)
English (en)
Other versions
EP0542127A1 (fr
Inventor
Sebastian Benenowski
Alfred Kais
Otto Dipl.-Ing. Morgenschweis
Erich Dipl.-Ing.(Fh) Nuding
Kurt Dipl.-Ing. Vogelgsang (Fh)
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.)
Butzbacher Weichenbau GmbH
Voestalpine Turnout Technology Germany GmbH
Original Assignee
Voestalpine BWG GmbH
Butzbacher Weichenbau GmbH
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 Voestalpine BWG GmbH, Butzbacher Weichenbau GmbH filed Critical Voestalpine BWG GmbH
Publication of EP0542127A1 publication Critical patent/EP0542127A1/fr
Application granted granted Critical
Publication of EP0542127B1 publication Critical patent/EP0542127B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L5/00—Local operating mechanisms for points or track-mounted scotch-blocks; Visible or audible signals; Local operating mechanisms for visible or audible signals
    • B61L5/06—Electric devices for operating points or scotch-blocks, e.g. using electromotive driving means

Definitions

  • the invention relates to a method for adjusting a first rail, such as switch tongue, displaceably arranged on a base such as a sliding chair, to form a second rail, such as a stock rail, in particular for applying the switch tongue to the stock rail, wherein actuating forces are introduced to adjust the first rail.
  • a first rail such as switch tongue
  • a base such as a sliding chair
  • Lubricants can be used to ensure smooth movement of switch tongues. However, this should be avoided for environmental reasons. Therefore, alternative proposals have already been made, the sliding chair with a plasma or flame spray method and z. B. Molybdenum-containing lubricant. Sliding plates have also been arranged between the rail base of the switch tongue and the sliding chair to ensure smooth operation.
  • An actuating, securing and monitoring device on switches is known from DE 35 11 891 A1.
  • Several so-called compact devices are arranged along a switch tongue to be adjusted, which consist of an electric motor-driven single switch drive with internal lock, a definable actuating slide and, if applicable, a monitoring slide that can also be defined, and a sensor arrangement for detecting the slide end positions and their safety status.
  • the compact devices themselves work mechanically independently. To prevent overloads, electric motors with limited power output are used.
  • the present invention is based on the problem of developing a method of the type described above in such a way that, in particular in the absence of lubricants, the actuating forces required for adjusting the rail can be adjusted and regulated in such a way that it is ensured that an inadmissible deformation of the rail, in particular due to the presence of obstacles between the first and second rails is excluded.
  • the actuating forces should be introduced taking into account the individual circumstances, without the need for complex monitoring or maintenance.
  • the first rail is adjusted, in particular the changeover of a non-lubricated switch tongue with a gear that is dependent on the stiffness Actuator control. It is assumed that for the determination of the total mean value of the actuating forces to be introduced, the adjustment of the first rail takes place undisturbed, that is, there is no obstacle between the rails.
  • Another particularly noteworthy independent solution proposal according to claim 2 provides that at the beginning or shortly after the start of the adjustment of the first rail the initial actuating force is measured for this or an average value of the actuating force introduced is determined over an adjustment path of a predetermined length and that the further adjustment of the first A signal would then be emitted and / or further adjustment prevented if the actuating force then introduced exceeds the initial actuating force or the mean value of the actuating forces multiplied by a factor in each case.
  • actuating phases two actuating phases are run through, the actuating force required for actuating phase 2 being determined in the first actuating phase at a maximum actuating force, i. H. the actuating forces are integrated over a period corresponding to an actuating distance in order to determine the permissible actuating force for the further adjustment of the first rail.
  • the frictional force including the bending force, is measured in order to derive a signal for a control loop, from which the actuating force is regulated.
  • Another independent solution proposal according to claim 3 provides that the actuating forces to be introduced into the first rail are divided over several drives in such a way that the total actuating force given is kept at a constant value, the drives being at a short distance from one another so that they can be overcome of an obstacle present between them, such a large force would be required to produce an inadmissible deformation of the first rail that is greater than the constant total actuating force, and consequently the total force is only given by the drives or drives Obstacle are adjacent, so that an adjustment by the other drives is no longer possible and an independent standstill or almost standstill of the rail adjustment takes place.
  • the bending force can be assumed as a constant for a switch type.
  • the frictional force between the switch tongue and sliding chair can be assumed as a larger variable and can fluctuate by a factor of one to eight.
  • the frictional force is basically greater than the bending force.
  • the frictional force of the fasteners themselves is small compared to the frictional force between the switch tongue and sliding chair, but is also variable.
  • the turnout drive that is to say the actuating force to be introduced into the turnout tongue, is controlled as a function of the load.
  • the instantaneous actuating force P N is measured via a pressure sensor DA and, after amplification of the signal, is fed to a computer which outputs a value for a maximum actuating force P S. Should a higher force than when switching the switch tongue If P S is required, a valve Ü V is opened, for example when using a hydraulic system, by means of which the actuating force is generated, so that a force application exceeding P S for adjusting the switch tongue is not possible.
  • the value P S is determined as follows based on the previously proposed solution.
  • the total actuating force A 1 is determined in a first actuating process over the actuating path, that is, over the time t.
  • K is a constant which has a value between 0.1 and 10, preferably between 2 and 5.
  • a further proposed solution of the invention is to be illustrated with the aid of FIG. 3.
  • the actuating force P is also plotted over time t.
  • the switch tongue can be moved up to the maximum system pressure, i.e. maximum actuating force P S1 .
  • P S1 the maximum permissible actuating force required for displacement
  • P S2 the maximum permissible actuating force required for actuating phase 2
  • K is also a constant that depends on the individual switch conditions.
  • the proposed solution described with reference to FIG. 3 first averages the actuating force over time 0 to T 1 in order to then determine an actuating force P S2 for the changeover of the remaining distance.
  • the total actuating force P G delivered to the drives (14), (16), (18) and (20) is kept constant during the adjustment, ie P G is divided between the drives (14), (16), (18) and (20) to the extent necessary. If there is now an obstacle (22) between two drives, for example between drive (16) and (18), the distance to the points of attack (24) and (26) of the drives (16) and (18) is small , consequently considerable forces are required to overcome the obstacle (22). However, since the total actuating force P G is constant, the drives (16) and (18) attempt to deliver the entire actuating force. However, due to the small distance between the points of attack (24) and (26) and the obstacle (22), this is not sufficient to overcome the obstacle. Since at the same time the drives (14) and (20) can no longer introduce actuating forces into the switch tongue (10), the switch tongue movement stops automatically.
  • smoothness of the switch tongue can be achieved by pulsation on the actuating movement or by a base plate set in vibration or the elements via which the actuating movement is carried out. As a result, the determined value P S or P S2 is reduced. This in turn leads to a reliable detection of obstacles.
  • the switch tongue can also be set in vibration or in addition.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Seats For Vehicles (AREA)
  • Railway Tracks (AREA)
  • Machines For Laying And Maintaining Railways (AREA)
  • Chair Legs, Seat Parts, And Backrests (AREA)
  • Escalators And Moving Walkways (AREA)
  • Investigating Or Analyzing Materials By The Use Of Ultrasonic Waves (AREA)
  • Vehicle Body Suspensions (AREA)

Claims (8)

  1. Procédé de déplacement d'un premier rail disposé à glissement sur un support comme un coussinet de glissement, tel qu'une lame d'aiguille (10) sur un deuxième rail tel qu'une contre-aiguille (12), en particulier pour l'application de la lame d'aiguille contre la contre-aiguille, des couples de commande (PN) étant introduits dans le premier rail pour le déplacement de celui-ci, caractérisé en ce qu'au cours d'une procédure de commande, une valeur moyenne globale (PS) établie sur la course de commande des couples de commande nécessaires pour le déplacement sans entrave du premier rail sur le deuxième rail est calculée et, au cours d'une autre procédure de commande, le couple de commande est mesuré, un signal étant déclenché et/ou la procédure de commande étant interrompue en cas de dépassement de la valeur moyenne globale multipliée par un facteur par le couple de commande.
  2. Procédé de déplacement d'un premier rail disposé à glissement sur un support comme un coussinet de glissement, tel qu'une lame d'aiguille (10), sur un deuxième rail tel qu'une contre-aiguille (12), en particulier pour l'application de la lame d'aiguille contre la contre-aiguille, des couples de commande (PN) étant introduits dans le premier rail pour le déplacement de celui-ci, caractérisé en ce qu'au début ou peu après le début du déplacement du premier rail, le couple de commande initial pour celui-ci est mesuré ou une valeur moyenne du couple de commande introduit est déterminée sur une course de déplacement d'une longueur prédéterminée et, lors du déplacement ultérieur du premier rail, un signal est émis et/ou le déplacement ultérieur est interrompu lorsque le couple de commande ainsi introduit dépasse le couple de commande initial ou la valeur moyenne des couples de commande respectivement multipliés par un facteur.
  3. Procédé de déplacement d'un premier rail disposé à glissement sur un support comme un coussinet de glissement, tel qu'une lame d'aiguille (10), sur un deuxième rail tel qu'une contre-aiguille (12), en particulier pour l'application de la lame d'aiguille contre la contre-aiguille, des couples de commande étant introduits dans le premier rail pour le déplacement de celui-ci, caractérisé en ce que les couples de commande à introduire dans le premier rail sont distribués sur plusieurs entraînements (14, 16, 18, 20) de telle sorte que le couple de commande global (PG) délivré soit maintenu à une valeur constante, que les entraînements présentent réciproquement une distance minime si bien que, pour franchir un obstacle (22) présent entre eux, il faudrait une force si élevée pour la production d'une déformation inadmissible du premier rail qu'elle serait supérieure au couple de commande global (PG) maintenu constant et, partant, la force globale est seulement délivrée par la ou les entraînements (16, 18) voisins de l'obstacle (22) de telle sorte qu'un déplacement n'est plus possible par les autres entraînements (14, 20) et un arrêt total ou partiel automatique du déplacement des rails se produit.
  4. Procédé selon au moins l'une des revendications précédentes, caractérisé en ce que, lors du déplacement du premier rail, sa force de frottement par rapport au support est mesurée , un signal en est dérivé et amené ensuite à un circuit de réglage réglant la couple de commande.
  5. Procédé selon au moins l'une des revendications précédentes, caractérisé en ce que le premier rail est amené à vibrer pendant le déplacement.
  6. Procédé selon au moins l'une des revendications précédentes, caractérisé en ce que, pendant le déplacement, les éléments introduisant les couples de commande sont amenés à vibrer.
  7. Procédé selon au moins l'une des revendications précédentes, caractérisé en ce que le support est amené à vibrer de préférence par magnétostriction.
  8. Procédé selon, de préférence, l'une des revendications précédentes, caractérisé en ce que, lors du déplacement, le premier rail est soumis à un mouvement de va-et-vient, un signal étant déclenche et/ou un déplacement ultérieur du premier rail étant interrompu en cas d'écart réciproque entre les couples de commande introduits pour le mouvement de va-et-vient, éventuellement en prenant en considération un facteur.
EP92118933A 1991-11-09 1992-11-05 Méthode de manoeuvre d'un premier rail vers un second rail Expired - Lifetime EP0542127B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE4136881 1991-11-09
DE4136881A DE4136881A1 (de) 1991-11-09 1991-11-09 Verfahren zum verstellen einer ersten schiene zu einer zweiten schiene

Publications (2)

Publication Number Publication Date
EP0542127A1 EP0542127A1 (fr) 1993-05-19
EP0542127B1 true EP0542127B1 (fr) 1997-01-29

Family

ID=6444414

Family Applications (1)

Application Number Title Priority Date Filing Date
EP92118933A Expired - Lifetime EP0542127B1 (fr) 1991-11-09 1992-11-05 Méthode de manoeuvre d'un premier rail vers un second rail

Country Status (5)

Country Link
EP (1) EP0542127B1 (fr)
AT (1) ATE148407T1 (fr)
DE (2) DE4136881A1 (fr)
DK (1) DK0542127T3 (fr)
ES (1) ES2096699T3 (fr)

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
AT399696B (de) * 1992-11-04 1995-06-26 Alcatel Austria Ag Weichenantrieb
DE19545784A1 (de) * 1995-12-08 1997-06-12 Sel Alcatel Ag Vorrichtung zur gleichzeitigen Kraftausübung mittels hydraulisch hintereinandergeschalteter hydraulisch er Stelleinheiten

Family Cites Families (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3511891A1 (de) * 1985-04-01 1986-10-16 Siemens AG, 1000 Berlin und 8000 München Stell-, sicherungs- und ueberwachungseinrichtung an weichen
DE3608555A1 (de) * 1986-03-14 1987-09-17 Bosch Gmbh Robert Verfahren zur strombegrenzung eines elektromotors
DE3743309A1 (de) * 1987-12-21 1989-06-29 Bosch Gmbh Robert Verfahren und einrichtung zur erkennung und lockerung verklemmter stellelemente
DE3934662A1 (de) * 1989-10-18 1991-04-25 Gallenschuetz E Metallbau Sicherheitsschaltung fuer elektromotorisch angetriebene und elektrisch brems- oder arretierbare schwungmassen oder maschinenteile

Also Published As

Publication number Publication date
DE59207987D1 (de) 1997-03-13
ES2096699T3 (es) 1997-03-16
DK0542127T3 (da) 1997-07-21
EP0542127A1 (fr) 1993-05-19
DE4136881A1 (de) 1993-05-13
ATE148407T1 (de) 1997-02-15

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