Classifications

• • 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
  • B61J3/08—Devices with reciprocated pushing bars or like driving mechanisms combined with the track for shunting or hauling cars
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B61—RAILWAYS
  • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
  • B61D47/00—Loading or unloading devices combined with vehicles, e.g. loading platforms, doors convertible into loading and unloading ramps

Definitions

• the invention relates to a device for position adjustment of wagons according to the preamble of claim 1.
• the invention further relates to a method for position adjustment of wagons according to the preamble of claim 9.
• the patent applications 199 28435.0, 199 28437.7 and 199 28 433.4 propose methods and devices for loading and unloading freight wagons in rail traffic, which are particularly suitable for combined truck / rail transport and have high requirements with regard to the accuracy of the required positions of the individual freight wagons of a freight train.
• Goods wagons are usually positioned by manually operating the brakes or manually maneuvering the goods wagons with a shunting locomotive. In the case of siding, bumpers or inhibitors are also used.
• Patent application 198 49 023.2 proposes a method for positioning a train with a locomotive and a plurality of wagons, which are coupled with the interposition of spring forces via train and push units, a first end of the train being pre-positioned and a stop device being activated, after which the train until the stop interacts with a fixed counter-stop with the application of a tensile force process and is further extended elastically under the stress of the spring forces, after which a further stop device is activated at a second end of the train and then the tensile force is reduced and the train under the influence of the spring forces against the direction of expansion until the further activated stop device interacts with another counter stop Maintaining an elastic bias is moved back.
• the invention has for its object to provide a device for position adjustment of wagons, which is suitable in a simple manner for the precise positioning of all wagons of a train.
• the proposed device for adjusting the position of wagons is simply constructed from standard components and can be produced inexpensively and, by means of targeted positioning, in particular reducing the length of the entire train or individual train sections, enables an exact adjustment of all wagons of a train, thereby For example, thermal influences with regard to the train length can be compensated.
• the wagons are partially or completely automatically brought into the correct position using the method according to the invention. The actual positioning takes place without active use of the locomotive.
• Fig. 1 the proposed active positioning device is shown in a lateral section.
• An actuating cylinder 1 preferably hydraulic cylinder
• the base plate 3 is mounted on sleepers 4 of the track system (rail system) with rails 5 by means of suitable fastening devices (see number 17 according to FIG. 2).
• a piston rod 6 arranged at the second end of the stela cylinder 1 is connected to a shock body 8 via a rotatable joint 7.
• This impact body 8 is slidably supported by a plurality of guide wheels 9 in a guide rail 10 which is fixedly mounted on the base plate 3 via a platform 11.
• the guide rail 10 has a first section, which has a defined incline and verifies an extension / lowering of the active positioning device, and a second horizontal section, which verifies the actual right-hand shift / left-hand shift of the wagons, both sections being connected to one another via an arc piece, so that the guide wheels 9 are continuously displaceable along the different sections of the guide rail 10.
• the push body 8 has on its side facing away from the piston rod 6 a main surface which presses against a stop surface 12 of a positioning tunnel 13 located in the bottom region of a wagon 14 as soon as the piston rod 6 is extended, so that the push body 8 is in the horizontal section of the guide rail 10 located.
• the wagon 14 has a further parking tunnel 15 with a stop surface 16, which in the exemplary embodiment according to FIG. 1 has no function, but serves to move the wagon 14 in the opposite direction, in which case an active positioning device of the same type pressing in the opposite direction is used ( see for example the numbers 20, 23, 29, 31 in FIGS. 4, 5, 6).
• the base plate 3 which is mounted on sleepers 4 by means of fastening devices 17, and the actuating cylinder 1 with piston rod 6 movably fastened thereon via the joint 2 can be seen, the piston rod 6 moving the shock body 8 via the joint 7 and this movement via the guide rail 10 and the engaging guide wheels 9 is guided.
• Fig. 3 the end face of the active positioning device integrated in the track bed is shown in section.
• the wagon 14 with the positioning tunnel 13 can be seen, the extended impact body 8 projecting into the positioning tunnel 13, so that the desired impact of the impact body 8 against the stop surface 12 (not shown) can take place.
• Joint 7 of the impact body 8 and the guide wheels 9 guided in the guide rail 10 can be seen, the same as the attachment of the Guide rail 10 over platform 11 and base plate 3 on sleepers 4, which are used for mounting the rails 5 of the track system.
• the proposed active positioning device is arranged in the track bed of the track system in such a way that, when lowered, it lies outside the space required for railway operation, so that the track system provided with active positioning devices integrated in the track bed can also be driven on with any standard train.
• the first step is to bring the entire train to a stop in a defined parking area (for example, +/- 1.5 meters) by the locomotive by means of pull braking.
• the brakes for loading and unloading the wagons are released, and the locomotive must not be braked if it remains on the train.
• an active positioning device 19 at the first end of the overall train 18 is then actuated in a third step for the actual positioning, ie. H. the piston rod 6 of the actuating cylinder 1 is extended and moved horizontally, so that the push body 8 presses against the stop surface 12 in the actuating tunnel 13 of the first wagon until the first end of the train is brought into the correct veriadeposition.
• an active positioning device 20 is now actuated at the second end of the overall train 18, the shock body of this active positioning device pressing against the stop surface 16 in the positioning tunnel 15 of the last wagon until the second end of the train is brought into the correct loading position. After completion of the fourth step, all wagons of the overall train 18 have reached their defined loading positions with almost no play.
• the total pull is in two pull halves 21, 22 divided.
• one of the active positioning devices 23 or 24 located in the middle of the train is actuated, as a result of which the middle of the train is positioned to the left or right and thus brought into the correct loading position.
• the active positioning device 19 is then actuated at the first end of the overall train in order to bring the train end of the first train half 21 into the correct loading position.
• the active positioning device 20 is now actuated at the second end of the overall train in order to bring the train end of the second train half 22 into the correct loading position. After completing the fifth step, all wagons of the overall train have reached their defined loading positions with almost no play.
• the overall train is divided into four train sections 25, 26, 27, 28, each train section preferably corresponding to a quarter of the total train.
• the pull sections 25, 26 there are two active positioning devices 29, 30, between the pull sections 27, 28 there are two active positioning devices 31, 32 and in the middle of the train between the pull sections 26, 27 there are again two active positioning devices 23, 24.
• one of the active positioning devices 23 or 24 located in the middle of the train is actuated, as a result of which the middle of the train is positioned to the left or right and thus brought into the correct loading position.
• a fourth step one of the active positioning devices 29 or 30 is now actuated in order to position the center between the train sections 25, 26 to the left or right.
• the active positioning device 19 is then actuated at the first end of the overall train in order to bring the train end of the train section 25 into the correct loading position.
• one of the active positioning devices 31 or 32 is now actuated in order to position the center between the train sections 27, 28 to the left or right.
• the active positioning device 20 is now operated at the second end of the overall train in order to bring the train end of the train section 28 into the correct loading position. After completing the seventh step, all wagons of the overall train have reached their defined loading positions with almost no play.
• All three variants enable the construction of the wagons with normal train and push devices, so that all wagons are identical in construction and can be coupled individually and as a group of wagons with each regular train. It is easy to deploy damaged wagons as in the train. Also, since all wagons have the parking tunnel, this does not significantly affect the train positioning at the loading points. With the design of the wagons "double-sided train / impact device", the entire train can advantageously be treated like a standard train. A cost-effective compressed air-controlled regulating brake can advantageously be used.
• a first type of wagon with rule pushing device on the left and diagonal buffer on the right is used to form the left end wagon.
• a second type of wagon with diagonal buffers on both sides is used to form the middle wagons.
• a third wagon type with a diagonal buffer on the left and a rule pushing device on the right is used to form the right end wagon. It is possible to drop wagons, but not entirely unproblematic due to the different buffer pattern. The failure of an end wagon could shut down the entire train.

Landscapes

• Engineering & Computer Science (AREA)
• Mechanical Engineering (AREA)
• Transportation (AREA)
• Train Traffic Observation, Control, And Security (AREA)
• Vibration Prevention Devices (AREA)
• Fluid-Damping Devices (AREA)
• Automatic Assembly (AREA)
• Platform Screen Doors And Railroad Systems (AREA)

Applications Claiming Priority (3)

Publications (1)

Family

ID=7929580

Family Applications (1)

Country Status (6)

Families Citing this family (6)

Family Cites Families (7)

• 1999
  • 1999-11-19 DE DE1999155641 patent/DE19955641A1/de not_active Withdrawn
• 2000
  • 2000-11-16 WO PCT/EP2000/011331 patent/WO2001036244A1/de active Search and Examination
  • 2000-11-16 EP EP00974546A patent/EP1230117A1/de not_active Withdrawn
  • 2000-11-16 AU AU12809/01A patent/AU1280901A/en not_active Abandoned
  • 2000-11-16 JP JP2001538212A patent/JP2003514709A/ja not_active Withdrawn
  • 2000-11-16 CA CA002394813A patent/CA2394813A1/en not_active Abandoned

Non-Patent Citations (1)

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