EP0637535B1 - Brake for a marshalling plant - Google Patents
Brake for a marshalling plant Download PDFInfo
- Publication number
- EP0637535B1 EP0637535B1 EP94111615A EP94111615A EP0637535B1 EP 0637535 B1 EP0637535 B1 EP 0637535B1 EP 94111615 A EP94111615 A EP 94111615A EP 94111615 A EP94111615 A EP 94111615A EP 0637535 B1 EP0637535 B1 EP 0637535B1
- Authority
- EP
- European Patent Office
- Prior art keywords
- elements
- locking
- brake
- line
- unlocking
- 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
Links
Images
Classifications
-
- 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
- B61K7/025—Retarders of the mushroom type
Definitions
- the invention relates to a track brake system for marshalling yards with at least one group of a plurality of brake elements which are fastened one behind the other on the rail web and which can be moved from an inactive basic position into an active braking position by means of an electrical control, at least one line being provided to all the braking elements and to which the braking elements are assigned Control elements are connected.
- Brake elements are known from practice, which are screwed onto the rail web and are pressed against the action of a piston by the wheel flange of a rolling wheel.
- the brake elements or their pistons are set to a certain response speed. If the speed of the wheel rolling over the braking element is greater than the response speed, the piston can only be pressed in with great force. Braking work is carried out, which is extracted from the rolling wheel as speed energy. However, if the speed of the wheel rolling over the braking element is lower than the response speed, the piston can be pressed in relatively easily and only a small amount of energy is withdrawn from the rolling wheel. Since the braking elements have no external control, each wheel that rolls over is braked if its speed is above the response speed. This is not always desirable, for example when forming trains from a directional track or when making counter-exits or when entering light, long wagon groups or when entering a slightly inclined area.
- each brake element is assigned an actuating element with which the brake element is moved from its active braking position, in which it is detected by the rolling wheel, to an inactive basic position can, in which it is not detected by the rolling wheel, and wherein all actuators are connected to a common control line.
- the energy required to adjust the control elements is transmitted via the control line. If all brake elements of a group are out of their inactive Basic position to be moved to the active braking position or vice versa, a relatively large amount of energy must be transmitted. This requires a large connected load, because the system only allows a short time of a few seconds to adjust the control elements.
- the object of the invention is to reduce the electrical connection power in a track brake system of the type described in the introduction.
- each actuating element is assigned a locking switch which can be actuated and which is arranged in the locking line and an unlocking switch which can be actuated and is arranged in the unlocking line, the locking switch being connected to a common return line in the unlocking position are and in the locked position connect the adjacent sections of the locking conductors and the unlocking switches are connected to the common return line in the locked state and connect the adjacent sections of the unlocking line in the unlocked state, and that the actuating elements are electrically connected to the circuits leading from the switches to the return line.
- a cascade connection is thus practically implemented.
- the brake elements of the group are to be moved from their active braking position to the inactive basic position, then electrical energy is supplied to the locking line.
- the locking switch assigned to the first braking element is applied to the return line, so that the circuit for the actuating element of this first braking element is closed.
- the braking element is transferred to the inactive basic position and its associated locking switch then connects the adjacent sections of the connecting line, so that the next braking element is also transferred to the inactive basic position, and so on until all the braking elements of the group have been transferred to the inactive basic position .
- the braking elements are transferred from the inactive basic position to the active braking position, electrical energy then being supplied via the unlocking line.
- the control elements preferably have a coil located in the circuit.
- a coil can be arranged in each of the circuits formed with the locking line or the unlocking line. However, it is also possible to arrange a coil in each of the circuits formed with the locking line or the unlocking line and to arrange a diode connected to the coil in the other circuit associated with the respective actuating element.
- each locking element should be supported in the locking position on the upper side of the braking element, preferably via horizontally arranged cylindrical rollers.
- the arrangement according to the invention has the advantage that the actuating elements and the locking elements do not have to overcome the piston force of the braking element. If the brake elements are in the active braking position and are to be transferred to the inactive basic position, this is done by the wheel flange of the first wheel that rolls over the braking elements. If a braking element has reached its inactive basic position, it is gripped and held by the locking element. This can further reduce the connected load.
- the spring force and remanence force of the permanent magnet are designed so that their forces acting on the control element or the locking element at a tilt point between the basic position and the braking position are the same, so that the actuating elements or the locking elements are held in stable end positions.
- the rail 1 shown in the drawing belongs to a track braking system for marshalling yards.
- the rail 1 is overrun by a wheel 2 with a flange 3.
- a housing 4 for the piston, not shown, of a braking element 5 is screwed onto the rail web.
- the braking element 5 is drawn with solid lines in an inactive basic position, in which it is not detected by the wheel flange 3 of the rolling wheel or only within the tolerance range, and with dashed lines in an active braking position, in which it is opposed by the wheel flange 3 of the rolling wheel 2 the effect of its piston, not shown, is depressed.
- a locking element 8 is pivotally mounted about a horizontal axis 7, which locking element 8 is shown in solid lines in a locking position in which it is on the top of the depressed brake element 5, and with dashed lines in an inactive position in which it is practically pivoted into the housing 6 and does not hinder the movement of the brake element 5.
- An actuating element 9 designed as an actuating rod acts on the locking element 8, which is supported at the other end on a compression spring 10 and is guided in a permanent magnet 11 with an associated coil.
- a shift lever 12 for actuating a multiple switch 13 also acts on the locking element 8.
- each unit represents a braking element 5 with the units shown in FIG. 1.
- the lines 14 shown in FIG. 1 include a locking line V, an unlocking line E and a common return line R.
- the multiple switches 13 each consist of a locking switch II and an unlocking switch I.
- each actuating element 9 is assigned a lock switch II which can be actuated and is arranged in the locking line V, and in addition an unlocking switch I which is actuated by the actuating element 9 and is arranged in the unlocking line E is assigned.
- the locking switches II are connected to the return line R in the unlocked position and the coils S of the permanent magnets 11 are in the circuits thus formed. The same applies to the unlocking switch I, but with the proviso that they are connected to the common return line R in the locked state.
- a coil S is arranged in the area of the unit 1 both in the circuit formed with the locking line V and in the circuit formed with the unlocking line E.
- the circuit shown in the area of the unit 2 only one coil S is shown in the circuit formed with the locking line V, which, however, is preceded by a diode D1, a branch line going off between the diode D1 and the coil and containing a further diode D2 and which leads to the corresponding switch contact of the unlocking switch I.
- the track braking system shown works as follows:
- the braking elements 5 are in their broken, upper, active braking position, they are depressed by the wheel flange 3 of each wheel and accordingly exert a braking effect on each wheel.
- the locking elements 8 are in the inactive position shown in dashed lines. They are held there by the remanence forces of the permanent magnets 11 acting on the adjusting elements 9.
- the first wheel of a wagon or group of wagons that passes over the unit 1 depresses the braking element 5, pushing the locking element 8 aside, which, however, returns to the pivoted-out position under the action of the compression spring 10 after the head of the braking element 5 has passed the locking element 8. Thereafter, the braking element 5 is held by the locking element 8 in the depressed position.
- the construction is designed so that the piston force acting on the braking element 5 and thus the locking element 8 holds the locking element 8 in the pivoted-out position. The next wheels of the car or group of cars are then no longer braked.
- the locking element 8 is also pivoted and the switch 13 is actuated via the switching lever 12, as a result of which the cascade becomes active again at any point and the braking element Brings 5 or more brake elements into the desired position
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Braking Arrangements (AREA)
- Golf Clubs (AREA)
- Superconductors And Manufacturing Methods Therefor (AREA)
Abstract
Description
Die Erfindung betrifft eine Gleisbremsanlage für Rangierbahnhöfe mit zumindest einer Gruppe aus mehreren hintereinander am Schienensteg befestigten Bremselementen, die mit einer elektrischen Steuerung aus einer inaktiven Grundstellung in eine aktive Bremsstellung bewegbar sind, wobei zumindest eine allen Bremselementen gemeinsame Leitung vorgesehen ist, an die den Bremselementen zugeordnete Stellelemente angeschlossen sind.The invention relates to a track brake system for marshalling yards with at least one group of a plurality of brake elements which are fastened one behind the other on the rail web and which can be moved from an inactive basic position into an active braking position by means of an electrical control, at least one line being provided to all the braking elements and to which the braking elements are assigned Control elements are connected.
Aus der Praxis sind Bremselemente bekannt, die an den Schienensteg angeschraubt sind und durch den Spurkranz eines rollenden Rades gegen die Wirkung eines Kolbens niedergedrückt werden. Die Bremselemente bzw. ihre Kolben sind auf eine bestimmte Ansprechgeschwindigkeit eingestellt. Ist die Geschwindigkeit des das Bremselement überrollenden Rades größer als die Ansprechgeschwindigkeit, dann läßt sich der Kolben nur mit großer Kraft eindrücken. Dabei wird Bremsarbeit geleistet, die als Geschwindigkeitsenergie dem überrollenden Rad entzogen wird. Ist die Geschwindigkeit des das Bremselement überrollenden Rades jedoch kleiner als die Ansprechgeschwindigkeit, dann läßt sich der Kolben relativ leicht eindrücken und dem überrollenden Rad wird nur eine kleine Energiemenge entzogen. Da die Bremselemente keine externe Steuerung besitzen, wird jedes überrollende Rad gebremst, wenn dessen Geschwindigkeit über der Ansprechgeschwindigkeit liegt. Das ist nicht immer erwünscht, zum Beispiel bei der Zugbildung aus einem Richtungsgleis oder bei Gegenausfahrten oder bei Einlauf leichter, langer Wagengruppen oder beim Einlauf in einen nur schwach geneigten Bereich.Brake elements are known from practice, which are screwed onto the rail web and are pressed against the action of a piston by the wheel flange of a rolling wheel. The brake elements or their pistons are set to a certain response speed. If the speed of the wheel rolling over the braking element is greater than the response speed, the piston can only be pressed in with great force. Braking work is carried out, which is extracted from the rolling wheel as speed energy. However, if the speed of the wheel rolling over the braking element is lower than the response speed, the piston can be pressed in relatively easily and only a small amount of energy is withdrawn from the rolling wheel. Since the braking elements have no external control, each wheel that rolls over is braked if its speed is above the response speed. This is not always desirable, for example when forming trains from a directional track or when making counter-exits or when entering light, long wagon groups or when entering a slightly inclined area.
Diese Nachteile vermeidet eine Gleisbremsanlage der eingangs beschriebenen Gattung (DE 0S 32 01 093), bei der jedem Bremselement ein Stellelement zugeordnet ist, mit dem das Bremselement aus seiner aktiven Bremsstellung, bei der es vom überrollenden Rad erfaßt wird, in eine inaktive Grundstellung bewegt werden kann, bei der es vom überrollenden Rad nicht erfaßt wird, und wobei alle Stellelemente an eine gemeinsame Steuerleitung angeschlossen sind. Über die Steuerleitung wird die zur Verstellung der Stellelemente benötigte Energie übertragen. Wenn alle Bremselemente einer Gruppe aus ihrer inaktiven Grundstellung in die aktive Bremsstellung oder umgekehrt bewegt werden sollen, muß eine verhältnismäßig große Energiemenge übertragen werden. Das setzt eine große Anschlußleistung voraus, denn systembedingt steht zur Verstellung der Stellelemente nur eine kurze Zeit von wenigen Sekunden zur Verfügung.These disadvantages are avoided by a track brake system of the type described at the outset (DE 0S 32 01 093), in which each brake element is assigned an actuating element with which the brake element is moved from its active braking position, in which it is detected by the rolling wheel, to an inactive basic position can, in which it is not detected by the rolling wheel, and wherein all actuators are connected to a common control line. The energy required to adjust the control elements is transmitted via the control line. If all brake elements of a group are out of their inactive Basic position to be moved to the active braking position or vice versa, a relatively large amount of energy must be transmitted. This requires a large connected load, because the system only allows a short time of a few seconds to adjust the control elements.
Aufgabe der Erfindung ist es, bei einer Gleisbremsanlage der eingangs beschriebenen Gattung die elektrische Anschlußleistung zu reduzieren.The object of the invention is to reduce the electrical connection power in a track brake system of the type described in the introduction.
Diese Aufgabe wird dadurch gelöst, daß eine Verriegelungsleitung und eine Entriegelungsleitung vorgesehen sind, daß jedem Stellelement ein davon betätigbarer, in der Verriegelungsleitung angeordneter Verriegelungsschalter sowie ein davon betätigbarer, in der Entriegelungsleitung angeordneter Entriegelungsschalter zugeordnet ist, wobei die Verriegelungsschalter in Entriegelungsstellung an eine gemeinsame Rückleitung angeschlossen sind sowie in Verriegelungsstellung die benachbarten Abschnitte der Verriegelungsleiter verbinden und wobei die Entriegelungsschalter im Verriegelungszustand an die gemeinsame Rückleitung angeschlossen sind und im Entriegelungszustand die benachbarten Abschnitte der Entriegelungsleitung verbinden, und daß die Stellelemente elektrisch in die von den Schaltern zur Rückleitung führenden Stromkreise geschaltet sind. Damit ist praktisch eine Kaskadenschaltung verwirklicht. Sollen zum Beispiel die Bremselemente der Gruppe aus ihrer aktiven Bremsstellung in die inaktive Grundstellung verstellt werden, dann wird der Verriegelungsleitung elektrische Energie zugeführt. Der dem ersten Bremselement zugeordnete Verriegelungsschalter liegt an der Rückleitung an, so daß der Stromkreis für das Stellelement dieses ersten Bremselementes geschlossen ist. Das Bremselement wird in die inaktive Grundstellung überführt und sein zugeordneter Verriegelungsschalter verbindet dann die benachbarten Abschnitte der Verbindungsleitung, so daß auch das nächste Bremselement in die inaktive Grundstellung überführt wird, - und so weiter fort, bis alle Bremselemente der Gruppe in die inaktive Grundstellung überführt sind. Entsprechendes gilt, wenn die Bremselemente aus der inaktiven Grundstellung in die aktive Bremsstellung überführt werden, wobei dann elektrische Energie über die Entriegelungsleitung zugeführt wird. Solange die betreffende Leitung unter Strom steht, werden einzelne Bremselemente, die sich aus welchen Gründen auch immer zurückgestellt haben, automatisch wieder in die gewünschte Stellung zurückgeführt, weil beim Verstellen der Bremselemente auch die Schalter bewegt werden. Die Anschlußleistung ist gegenüber dem Stand der Technik wesentlich verringert, weil über die Verriegelungsleitung bzw. die Entriegelungsleitung nur die zum Betätigen jeweils eines Stellelementes erforderliche Energiemenge übertragen werden muß.This object is achieved in that a locking line and an unlocking line are provided that each actuating element is assigned a locking switch which can be actuated and which is arranged in the locking line and an unlocking switch which can be actuated and is arranged in the unlocking line, the locking switch being connected to a common return line in the unlocking position are and in the locked position connect the adjacent sections of the locking conductors and the unlocking switches are connected to the common return line in the locked state and connect the adjacent sections of the unlocking line in the unlocked state, and that the actuating elements are electrically connected to the circuits leading from the switches to the return line. A cascade connection is thus practically implemented. If, for example, the brake elements of the group are to be moved from their active braking position to the inactive basic position, then electrical energy is supplied to the locking line. The locking switch assigned to the first braking element is applied to the return line, so that the circuit for the actuating element of this first braking element is closed. The braking element is transferred to the inactive basic position and its associated locking switch then connects the adjacent sections of the connecting line, so that the next braking element is also transferred to the inactive basic position, and so on until all the braking elements of the group have been transferred to the inactive basic position . The same applies if the braking elements are transferred from the inactive basic position to the active braking position, electrical energy then being supplied via the unlocking line. As long as the line in question is live, individual brake elements, which for whatever reason have reset, are automatically returned to the desired position because the switches are also moved when the brake elements are adjusted. The connected load is essential compared to the prior art reduced because only the amount of energy required to actuate one control element has to be transmitted via the locking line or the unlocking line.
Vorzugsweise weisen die Stellelemente eine im Stromkreis liegende Spule auf. Dabei kann in jedem der mit der Verriegelungsleitung bzw. der Entriegelungsleitung gebildeten Stromkreise eine Spule angeordnet sein. Es ist aber auch möglich, in jedem der mit der Verriegelungsleitung oder der Entriegelungsleitung gebildeten Stromkreise eine Spule anzuordnen und im anderen, dem jeweiligen Stellelement zugeordneten Stromkreis eine mit der Spule verbundene Diode anzuordnen.The control elements preferably have a coil located in the circuit. A coil can be arranged in each of the circuits formed with the locking line or the unlocking line. However, it is also possible to arrange a coil in each of the circuits formed with the locking line or the unlocking line and to arrange a diode connected to the coil in the other circuit associated with the respective actuating element.
Eine alternative Ausführung der Erfindung ist im Anspruch 5 angegeben. Insbesondere sollte jedes Verriegelungselement in Verriegelungsstellung auf der Oberseite des Bremselementes vorzugsweise über waagerecht angeordneten zylindrische Rollen abgestützt sein.An alternative embodiment of the invention is specified in claim 5. In particular, each locking element should be supported in the locking position on the upper side of the braking element, preferably via horizontally arranged cylindrical rollers.
Die erfindungsgemäße Anordnung hat den Vorteil, daß die Stellelemente und die Verriegelungselemente nicht die Kolbenkraft des Bremselementes überwinden müssen. Befinden sich die Bremselemente in der aktiven Bremsstellung und sollen sie in die inaktive Grundstellung überführt werden, dann geschieht das durch den Spurkranz des ersten die Bremselemente überrollenden Rades. Hat ein Bremselement seine inaktive Grundstellung erreicht, dann wird es vom Verriegelungselement erfaßt und gehalten. Dadurch kann die Anschlußleistung weiter reduziert werden.The arrangement according to the invention has the advantage that the actuating elements and the locking elements do not have to overcome the piston force of the braking element. If the brake elements are in the active braking position and are to be transferred to the inactive basic position, this is done by the wheel flange of the first wheel that rolls over the braking elements. If a braking element has reached its inactive basic position, it is gripped and held by the locking element. This can further reduce the connected load.
Federkraft und Remanenzkraft des Permanentmagneten sind so ausgelegt, daß ihre auf das Stellelement bzw. das Verriegelungselement einwirkenden Kräfte an einem Kipp-Punkt zwischen der Grundstellung und der Bremsstellung gleich sind, so daß die Stellelemente bzw. die Verriegelungselemente in stabilen Endlagen gehalten werden.The spring force and remanence force of the permanent magnet are designed so that their forces acting on the control element or the locking element at a tilt point between the basic position and the braking position are the same, so that the actuating elements or the locking elements are held in stable end positions.
Im folgenden wird ein in der Zeichnung dargestelltes Ausführungsbeispiel der Erfindung erläutert; es zeigen:
Figur 1- schematisch und teilweise einen Schnitt durch die Schiene einer Gleisbremsanlage mit einem Bremselement,
Figur 2- schematisch und teilweise das Schaltbild für eine Gruppe von Bremselementen,
Figur 3 + 3a- schematisch Bewegungsabläufe eines Verriegelungselementes und Schaltfenster eines durch das Verriegelungselement gesteuerten Schalters sowie ein Kraft-Weg-Diagramm einer Druckfeder und eines Remanenzmangneten, die das Verriegelungselement beaufschlagen.
- Figure 1
- schematically and partially a section through the rail of a track brake system with a braking element,
- Figure 2
- schematic and partially the circuit diagram for a group of braking elements,
- Figure 3 + 3a
- schematically sequences of movements of a locking element and switching window of a switch controlled by the locking element and a force-displacement diagram of a compression spring and a remanence magnet, which act on the locking element.
Die in der Zeichnung wiedergegebene Schiene 1 gehört zu einer Gleisbremsanlage für Rangierbahnhöfe. Die Schiene 1 wird von einem Rad 2 mit Spurkranz 3 überrollt. An den Schienensteg ist ein Gehäuse 4 für den nicht dargestellten Kolben eines Bremselementes 5 angeschraubt. Das Bremselement 5 ist mit durchgezogenen Linien in einer inaktiven Grundstellung, bei der es vom Spurkranz 3 des überrollenden Rades nicht oder nur im Toleranzbereich erfaßt wird, und mit gestrichelten Linien in einer aktiven Bremsstellung gezeichnet, bei der es vom Spurkranz 3 des überrollenden Rades 2 gegen die Wirkung seines nicht dargestellten Kolbens niedergedrückt wird. In einem außenseitig an das Gehäuse 4 angeschlossenen weiteren Gehäuse 6, das zum Bremselement 5 hin teilweise offen ist, ist um eine horizontale Achse 7 schwenkbar ein Verriegelungselement 8 gelagert, das mit ausgezogenen Linien in einer Verriegelungsstellung wiedergegeben ist, bei der es sich auf der Oberseite des niedergedrückten Bremselementes 5 abstützt, und mit gestrichelten Linien in einer inaktiven Stellung, bei der es praktisch in das Gehäuse 6 eingeschwenkt ist und dabei die Bewegung des Bremselementes 5 nicht behindert.The
Am Verriegelungselement 8 greift ein als Stellstange ausgebildetes Stellelement 9 an, das am anderen Ende auf einer Druckfeder 10 abgestützt ist und im übrigen in einem Permanentmagneten 11 mit zugeordneter Spule geführt ist.An actuating
Am Verriegelungselement 8 greift außerdem ein Schalthebel 12 zur Betätigung eines Mehrfach-Schalters 13 an. Zu diesem Mehrfach-Schalter führen Leitungen 14, die über eine Kabeldurchführung 15 in das Gehäuse 6 eingeführt sind.A shift lever 12 for actuating a
Im Schaltbild der Figur 2 sind mehrere Einheiten 1 bis n dargestellt. Jede Einheit repräsentiert ein Bremselement 5 mit den in Figur 1 wiedergegebenen Aggregaten. Zu den in Figur 1 dargestellten Leitungen 14 gehören eine Verriegelungsleitung V, eine Entriegelungsleitung E und eine gemeinsame Rückleitung R. Die Mehrfach-Schalter 13 bestehen jeweils aus einem Verriegelungsschalter II und einem Entriegelungsschalter I.In the circuit diagram of Figure 2,
Im einzelnen ist die Anordnung derart, daß jedem Stellelement 9 ein davon betätigbarer, in der Verriegelungsleitung V angeordneter Verriegelungsschalter II zugeordnet ist und außerdem ein vom Stellelement 9 betätigbarer, in der Entriegelungsleitung E angeordneter Entriegelungsschalter I zugeordnet ist. Die Verriegelungsschalter II sind in Entriegelungsstellung an die Rückleitung R angeschlossen und in den dadurch gebildeten Stromkreisen liegen die Spulen S der Permanentmagneten 11. Entsprechendes gilt für die Entriegelungsschalter I, jedoch mit der Maßgabe, daß diese im Verriegelungszustand an die gemeinsame Rückleitung R angeschlossen sind.In detail, the arrangement is such that each actuating
Hinsichtlich der Spulen S sind zwei mögliche Anordnungen wiedergegeben. Im Bereich der Einheit 1 ist sowohl in dem mit der Verriegelungsleitung V als auch in dem mit der Entriegelungsleitung E gebildeten Stromkreis eine Spule S angeordnet. Bei der im Bereich der Einheit 2 wiedergegebenen Schaltung ist lediglich eine Spule S in dem mit der Verriegelungsleitung V gebildeten Stromkreis wiedergegeben, der allerdings eine Diode D1 vorgeschaltet ist, wobei zwischen der Diode D1 und der Spule eine Zweigleitung abgeht, die eine weitere Diode D2 enthält und die zum entsprechenden Schaltkontakt des Entriegelungsschalters I führt.With regard to the coils S, two possible arrangements are shown. A coil S is arranged in the area of the
Die dargestellte Gleisbremsanlage arbeitet wie folgt:The track braking system shown works as follows:
Solange die Bremselemente 5 sich in ihrer gestrichelt dargestellten, oberen, aktiven Bremsstellung befinden, werden sie vom Spurkranz 3 jedes Rades niedergedrückt und üben dementsprechend eine Bremswirkung auf jedes Rad aus. Die Verriegelungselemente 8 befinden sich in der gestrichelt dargestellten, inaktiven Stellung. Sie werden dort durch die an den Stellelementen 9 wirkenden Remanenzkräfte der Permamentmagneten 11 gehalten.As long as the braking elements 5 are in their broken, upper, active braking position, they are depressed by the
Soll die Bremswirkung einer Gruppe von n Einheiten aufgehoben werden, dann wird Spannung an die Verriegelungsleitung V gelegt. Dabei wird der Stromkreis des Verriegelungsschalters II der Einheit 1 über die zugeordnete Spule S und die Rückleitung R geschlossen. Die Magnetkraft der Spule S überwindet die Remanenzkraft, so daß das Verriegelungselement 8 in die aktive, mit durchgezogenen Linien wiedergegebene Stellung ausgeschwenkt wird. Dabei wird auch der Schalter nach dem sogenannten Kipp-Punkt gelegt, so daß er die Verriegelungsleitung V mit dem entsprechenden Abschnitt der nächsten Einheit 2 verbindet, und so weiter fort, bis auch das letzte Verriegelungselement 8 der Einheit N ausgeschwenkt ist. Dann erfolgt eine Meldung, daß alle Verriegelungselemente 8 ausgeschwenkt sind. Das erste Rad eines Wagens oder einer Wagengruppe, die die Einheit 1 überfährt, drückt das Bremselement 5 nieder, wobei es das Verriegelungselement 8 beiseite drückt, welches jedoch unter der Wirkung der Druckfeder 10 wieder in die ausgeschwenkte Stellung zurückkehrt, nachdem der Kopf des Bremselementes 5 das Verriegelungselement 8 passiert hat. Danach wird das Bremselement 5 vom Verriegelungselement 8 in niedergedrückter Stellung gehalten. Die Konstruktion ist so eingerichtet, daß die auf das Bremselement 5 und damit das Verriegelungselement 8 wirkende Kolbenkraft das Verriegelungselement 8 in ausgeschwenkter Stellung hält. Die nächsten Räder des Wagens oder der Wagengruppe werden dann nicht mehr gebremst.If the braking effect of a group of n units is to be canceled, then voltage is applied to the locking line V. The circuit of the locking switch II of the
Sollen die Bremselemente 5 wieder in ihre aktive Bremsstellung zurückgebracht werden, wird Spannung an die Entriegelungsleitung E gelegt Hier laufen die Vorgänge wie oben beschrieben ab, so daß alle Verriegelungelemente 8 nacheinander in ihre inaktive Stellung innerhalb des Gehäuses 6 zurückgeschwenkt werden. Im unteren Teil der Figur 2 ist der Endzustand wiedergegeben. Auch in diesem Fall erfolgt eine Vollzugsmeldung.If the braking elements 5 are to be brought back into their active braking position, voltage is applied to the unlocking line E Here the operations proceed as described above, so that all locking
Sollte im einen oder anderen Fall das Bremselement 5 zum Beispiel durch Erschütterungen oder dergleichen seine vorbestimmte Stellung verlassen, dann wird dabei auch das Verriegelungselement 8 verschwenkt und über den Schalthebel 12 der Schalter 13 betätigt, womit die Kaskade an beliebiger Stelle wieder wirksam wird und das Bremselement 5 oder weitere Bremselemente in die gewünschte Stellung bringtIf, in one case or another, the braking element 5 leaves its predetermined position, for example due to vibrations or the like, then the
Während bei Gleisbremsanlagen nach dem eingangs erläuterten Stand der Technik eine Energiemenge von etwa 400 J erforderlich ist, um ein Bremselement 5 aus der aktiven Bremsstellung in die inaktive Grundstellung zu überführen, genügt bei der erfindungsgemäßen Ausführung eine Energiemenge von 0,5 mJ.While an amount of energy of approximately 400 J is required to switch a brake element 5 from the active braking position to the inactive basic position in the case of track braking systems according to the prior art explained at the outset, an amount of energy of 0.5 mJ is sufficient in the embodiment according to the invention.
- 11
- Schienerail
- 22nd
- Radwheel
- 33rd
- SpurkranzWheel flange
- 44th
- Gehäusecasing
- 55
- BremselementBraking element
- 66
- Gehäusecasing
- 77
- Achseaxis
- 88th
- VerriegelungselementLocking element
- 99
- StellelementActuator
- 1010th
- DruckfederCompression spring
- 1111
- Permanentmagnet mit zugeordneter SpulePermanent magnet with associated coil
- 1212th
- SchalthebelGear lever
- 1313
- MehrfachschalterMultiple switch
- 1414
- Leitungencables
- 1515
- KabeldurchführungCable entry
- 1616
- zylindrische Stützrollecylindrical support roller
- VV
- VerriegelungsleitungLocking line
- EE
- EntriegelungsleitungUnlocking line
- RR
- RückleitungReturn
- II.
- EntriegelungsschalterRelease switch
- IIII
- VerriegelungsschalterInterlock switch
- D1D1
- Diodediode
- D2D2
- Diodediode
- SS
- SpuleKitchen sink
Claims (7)
- A track brake for a marshalling plant comprised of at least one group of several brake elements (5) affixed one behind the other to the rail web, said elements being movable with an electric control from an inactive base position into an active brake position, with at least one common line being provided for all brake elements (5) which the actuator elements (9) allocated to the brake elements (5) are connected to, characterized in that a locking line (V) and an unlocking line (E) are provided for, and that a locking switch (II) operable by it and located in the locking line (V) is allocated to each actuator element (9) and that an unlocking switch (I) operable by it and located in the unlocking line (E) is allocated to each actuator element (9), with the locking switches (II) being connected to a common feedback line (R) if being in unlocked position and connecting the neighbouring sections of the locking line (V) if being in locked position, with the unlocking switches (I) being connected to the common feedback line if being in locked status and connecting the neighbouring sections of the unlocking line (E) if being in unlocked status, and that the actuator elements (9) are electrically switched into the power circuits leading from the switches (I, II) to the feedback line (R).
- A track brake as per Claim 1, characterized in that the actuator elements (9) are equipped with a coil (S) lying in the power circuit.
- A track brake as per Claim 1 or 2, characaterized in that one coil (S) each is located in every power circuit formed with the locking line (V) and/or unlocking line (E).
- A track brake as per Claim 1 or 2, characterized in that one coil (S) each is located in every power circuit formed with the locking line (V) or unlocking line (E) and that a diode (D1, D2) connected to the coil (S) is located in the other power circuit allocated to the pertaining actuator element (9).
- A track brake for marshalling plants comprised of at least one group of several brake elements affixed one behind the other to the rail web, said elements being movable with an electric control from an inactive base position into an active brake position, with at least one common line being provided for all brake elements (5) which the actuator elements (9) allocated to the brake elements (5) are connected to, characterized in that the actuator elements (9) engage at allocated locking elements (8) which are swivable between a rest position in which they are out of engagement with the brake elements (5) and a locking position in which they keep the brake elements (5) in their inactive base position, and that the actuator elements (9) and/or locking elements (8) are supported on a spring which presses the locking elements (8) into a stable locking position, with said actuator elements (8) being kept in a stable rest position with a permanent magnet (11) charged by the coil (S).
- A track brake as per any one of Claims 1 to 5, characterized in that each locking element (8) if being in locking position is supported on the upper side of the brake element (5) preferably through horizontally mounted cylindrical rollers (16).
- A track brake as per Claim 6, characterized in that the force component of the brake element reset force acting in the direction of the locking elements (8) at horizontally mounted rollers (16) does not act in the direction of the rest position.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DE4325025A DE4325025A1 (en) | 1993-07-26 | 1993-07-26 | Electromagnetically operated locking unit for brake elements (piston rail brake elements, retarders) (EVR) |
| DE4325025 | 1993-07-26 |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| EP0637535A1 EP0637535A1 (en) | 1995-02-08 |
| EP0637535B1 true EP0637535B1 (en) | 1997-12-17 |
Family
ID=6493720
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| EP94111615A Expired - Lifetime EP0637535B1 (en) | 1993-07-26 | 1994-07-26 | Brake for a marshalling plant |
Country Status (3)
| Country | Link |
|---|---|
| EP (1) | EP0637535B1 (en) |
| AT (1) | ATE161237T1 (en) |
| DE (2) | DE4325025A1 (en) |
Families Citing this family (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| ATE274435T1 (en) * | 1998-03-06 | 2004-09-15 | Thyssen Krupp Automotive Ag | TRACK BRAKES, ESPECIALLY SLOPE COMPENSATION BRAKES |
| DE102016204989A1 (en) * | 2016-03-24 | 2017-09-28 | Siemens Aktiengesellschaft | Piston rail brake for braking railway carriages and brake system with such piston rail brakes |
| RU177451U1 (en) * | 2017-08-25 | 2018-02-21 | Федеральное государственное бюджетное образовательное учреждение высшего образования "Петербургский государственный университет путей сообщения Императора Александра I" | Electromagnetic car retarder |
Family Cites Families (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| ZA818961B (en) * | 1981-01-24 | 1982-11-24 | Dowty Hydraulic Units Ltd | Railway marshalling yards |
| US4535872A (en) * | 1981-10-06 | 1985-08-20 | Dowty Hydraulic Units Limited | Retarders suitable for wagon speed control and having means for holding them in their operative condition |
| GB2118914A (en) * | 1982-04-23 | 1983-11-09 | Dowty Hydraulic Units Ltd | Retarders for rail wagon speed control |
| ZA832120B (en) * | 1982-04-23 | 1983-12-28 | Dowty Hydraulic Units Ltd | Retarders suitable for wagon speed control |
-
1993
- 1993-07-26 DE DE4325025A patent/DE4325025A1/en not_active Ceased
-
1994
- 1994-07-26 EP EP94111615A patent/EP0637535B1/en not_active Expired - Lifetime
- 1994-07-26 AT AT94111615T patent/ATE161237T1/en not_active IP Right Cessation
- 1994-07-26 DE DE59404811T patent/DE59404811D1/en not_active Expired - Fee Related
Also Published As
| Publication number | Publication date |
|---|---|
| EP0637535A1 (en) | 1995-02-08 |
| DE59404811D1 (en) | 1998-01-29 |
| ATE161237T1 (en) | 1998-01-15 |
| DE4325025A1 (en) | 1995-02-02 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| EP2839494A1 (en) | Distribution transformer for voltage regulation of local distribution networks | |
| DE4409172C2 (en) | Safety device for the mutual mechanical interlocking of switching devices | |
| EP0239525B1 (en) | Arrangement for the logical coupling of mechanical signals | |
| DE10334654A1 (en) | cable brake | |
| EP0637535B1 (en) | Brake for a marshalling plant | |
| EP1180080B1 (en) | Device for adjusting and elastically locking movable switch parts | |
| EP1064903A2 (en) | Electrically powered drive for furniture | |
| DE69905873T2 (en) | ACTUATING DEVICE FOR SWITCHES | |
| WO2002027739A1 (en) | Switching contact arrangement for a low-voltage power switch with contact force springs | |
| EP0637829B1 (en) | Tap changer for tapped transformer | |
| EP0348444A1 (en) | Parking system. | |
| EP0977222A2 (en) | Electrical connection device | |
| EP0678884A1 (en) | Switch actuation unit | |
| DE102023130935B3 (en) | Electrical/electronic switching device, network and arrangement | |
| DE19850199C1 (en) | Current rail breaker switch for electrical switchgear has operating drive attached to drive disc with crank arms for movement of carriers for contact fingers providing current path between 2 current rails | |
| DE2803825C3 (en) | Arrangement for connecting transceivers of a first group with those of a second group | |
| DE2337838A1 (en) | Vacuum switch with clearance in switching mechanism - is used as combined power circuit breaker and isolator | |
| WO2024012816A1 (en) | Method for actuating an on-load tap changer, and on-load tap changer device | |
| DE19859815C2 (en) | Device for transmitting a movement | |
| EP0883885A1 (en) | Power switch with a spring energy store | |
| AT39864B (en) | Compressed air interlocking. | |
| DE20320532U1 (en) | Electrical switch has a variable rate spring that increases in stiffness and is used for contact opening with reduced energy needed | |
| DE102010003787A1 (en) | Drive device for remote operation of a switch | |
| DE950856C (en) | Circuit for setting routes | |
| DE1922859C (en) | Rack system with movable storage racks arranged in a row |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PUAI | Public reference made under article 153(3) epc to a published international application that has entered the european phase |
Free format text: ORIGINAL CODE: 0009012 |
|
| 17P | Request for examination filed |
Effective date: 19940819 |
|
| AK | Designated contracting states |
Kind code of ref document: A1 Designated state(s): AT BE CH DE DK FR GR IT LI NL |
|
| 17Q | First examination report despatched |
Effective date: 19951130 |
|
| GRAG | Despatch of communication of intention to grant |
Free format text: ORIGINAL CODE: EPIDOS AGRA |
|
| GRAG | Despatch of communication of intention to grant |
Free format text: ORIGINAL CODE: EPIDOS AGRA |
|
| GRAH | Despatch of communication of intention to grant a patent |
Free format text: ORIGINAL CODE: EPIDOS IGRA |
|
| GRAH | Despatch of communication of intention to grant a patent |
Free format text: ORIGINAL CODE: EPIDOS IGRA |
|
| GRAA | (expected) grant |
Free format text: ORIGINAL CODE: 0009210 |
|
| AK | Designated contracting states |
Kind code of ref document: B1 Designated state(s): AT BE CH DE DK FR GR IT LI NL |
|
| PG25 | Lapsed in a contracting state [announced via postgrant information from national office to epo] |
Ref country code: NL Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 19971217 Ref country code: GR Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 19971217 Ref country code: DK Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES Effective date: 19971217 |
|
| REF | Corresponds to: |
Ref document number: 161237 Country of ref document: AT Date of ref document: 19980115 Kind code of ref document: T |
|
| REG | Reference to a national code |
Ref country code: CH Ref legal event code: EP |
|
| REF | Corresponds to: |
Ref document number: 59404811 Country of ref document: DE Date of ref document: 19980129 |
|
| ITF | It: translation for a ep patent filed |
Owner name: MODIANO & ASSOCIATI S.R.L. |
|
| ET | Fr: translation filed | ||
| NLV1 | Nl: lapsed or annulled due to failure to fulfill the requirements of art. 29p and 29m of the patents act | ||
| PLBE | No opposition filed within time limit |
Free format text: ORIGINAL CODE: 0009261 |
|
| STAA | Information on the status of an ep patent application or granted ep patent |
Free format text: STATUS: NO OPPOSITION FILED WITHIN TIME LIMIT |
|
| 26N | No opposition filed | ||
| K2C3 | Correction of patent specification (complete document) published |
Effective date: 19971217 |
|
| PGFP | Annual fee paid to national office [announced via postgrant information from national office to epo] |
Ref country code: CH Payment date: 20010618 Year of fee payment: 8 |
|
| PGFP | Annual fee paid to national office [announced via postgrant information from national office to epo] |
Ref country code: AT Payment date: 20010704 Year of fee payment: 8 |
|
| PGFP | Annual fee paid to national office [announced via postgrant information from national office to epo] |
Ref country code: FR Payment date: 20010709 Year of fee payment: 8 |
|
| PGFP | Annual fee paid to national office [announced via postgrant information from national office to epo] |
Ref country code: BE Payment date: 20010713 Year of fee payment: 8 Ref country code: DE Payment date: 20010713 Year of fee payment: 8 |
|
| PG25 | Lapsed in a contracting state [announced via postgrant information from national office to epo] |
Ref country code: AT Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES Effective date: 20020726 |
|
| PG25 | Lapsed in a contracting state [announced via postgrant information from national office to epo] |
Ref country code: LI Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES Effective date: 20020731 Ref country code: CH Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES Effective date: 20020731 Ref country code: BE Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES Effective date: 20020731 |
|
| BERE | Be: lapsed |
Owner name: *THYSSEN INDUSTRIE A.G. Effective date: 20020731 |
|
| PG25 | Lapsed in a contracting state [announced via postgrant information from national office to epo] |
Ref country code: DE Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES Effective date: 20030201 |
|
| REG | Reference to a national code |
Ref country code: CH Ref legal event code: PL |
|
| PG25 | Lapsed in a contracting state [announced via postgrant information from national office to epo] |
Ref country code: FR Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES Effective date: 20030331 |
|
| REG | Reference to a national code |
Ref country code: FR Ref legal event code: ST |
|
| PG25 | Lapsed in a contracting state [announced via postgrant information from national office to epo] |
Ref country code: IT Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES;WARNING: LAPSES OF ITALIAN PATENTS WITH EFFECTIVE DATE BEFORE 2007 MAY HAVE OCCURRED AT ANY TIME BEFORE 2007. THE CORRECT EFFECTIVE DATE MAY BE DIFFERENT FROM THE ONE RECORDED. Effective date: 20050726 |