EP1459954A1 - Weichenantriebssystem - Google Patents

Weichenantriebssystem Download PDF

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Publication number
EP1459954A1
EP1459954A1 EP03360040A EP03360040A EP1459954A1 EP 1459954 A1 EP1459954 A1 EP 1459954A1 EP 03360040 A EP03360040 A EP 03360040A EP 03360040 A EP03360040 A EP 03360040A EP 1459954 A1 EP1459954 A1 EP 1459954A1
Authority
EP
European Patent Office
Prior art keywords
adjusting
hydraulic
railway points
cylinder
modules
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.)
Granted
Application number
EP03360040A
Other languages
English (en)
French (fr)
Other versions
EP1459954B1 (de
Inventor
Kurt Vogelgsang
Kuno Henn
Thomas Ludmann
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.)
Alcatel Lucent SAS
Original Assignee
Alcatel CIT SA
Alcatel SA
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 Alcatel CIT SA, Alcatel SA filed Critical Alcatel CIT SA
Priority to AT03360040T priority Critical patent/ATE329811T1/de
Priority to EP03360040A priority patent/EP1459954B1/de
Priority to DE60306102T priority patent/DE60306102T2/de
Publication of EP1459954A1 publication Critical patent/EP1459954A1/de
Application granted granted Critical
Publication of EP1459954B1 publication Critical patent/EP1459954B1/de
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
    • B61L5/04—Fluid-pressure devices for operating points or scotch-blocks
    • B61L5/045—Fluid-pressure devices for operating points or scotch-blocks using electrically controlled fluid-pressure operated driving means

Definitions

  • the invention relates to a railway points actuation system.
  • Railway points generally comprise several adjusting modules, which may comprise locks along their length.
  • the locks hold the switch tongues in place.
  • the adjusting modules are normally associated with a point drive.
  • the locks open and the distant tongue is moved a first distance, then both tongues are moved together a second distance until the distant tongue touches a stock rail with its free end. After that the second tongue is moved and the tongues are locked in place by the lock.
  • several adjusting modules and point drives are usually used since a movement of the free ends of the tongues would not be sufficient to move the entire tongues into the correct place. Hence, the greater the radius, the more adjusting modules are required. Due to the individual railway points geometry, different displacements of the tongues need to be realized at each adjusting module.
  • a further requirement for railway points is that they can be installed quickly so that traffic is only interrupted for a short period of time and that in the region of the railway points machine-driven temping of the sleepers is possible.
  • a railway points actuating system comprising at several locations along the railway points adjusting modules, each comprising at least one hydraulic adjusting cylinder and means for adjusting the travel of an adjusting rod, wherein the hydraulic adjusting cylinders have the same volume and diameter.
  • An adjusting module can be used at different locations of the railway points. Only one type of hydraulic adjusting cylinder is needed for the whole system, which reduces the number of different parts which have to be fabricated or bought for the assembly of a railway points actuating system.
  • each module having to adjust the switch tongues by a different distance.
  • the hydraulic adjusting cylinders of the adjusting modules can be hydraulically coupled.
  • only one point drive, located, p. ex. at the free end of the switch tongues, is needed for activating all cylinders of the adjusting modules.
  • Hydraulic coupling is more reliable than mechanical coupling of the adjusting modules and is maintenance-free.
  • one hydraulic adjusting cylinder may be sufficient, if the hydraulic cylinder is divided into two chambers by a piston.
  • two hydraulic adjusting cylinders coupled by a piston rod may be provided.
  • the means for adjusting the travel of an adjusting rod is a rotatable member arranged between the hydraulic adjusting cylinder and the adjusting rod, wherein the articulating point between the rotatable member and the adjusting rod is adjustable with respect to the rotational axis of the rotatable member.
  • the adjusting module comprising a hydraulic adjusting cylinder connected to the adjusting rod via the rotatable member can be used at different locations along the railway points.
  • the rotatable member is a disc, which is connected to the hydraulic adjusting cylinder with its free end.
  • At least one additional cylinder may be provided in one adjusting module, which additional cylinder is connected to the associated adjusting rod.
  • One additional cylinder is sufficient, if the cylinder comprises two chambers. If cylinders with one hydraulic chamber are to be used, two hydraulic cylinders coupled by a piston rod are needed.
  • the volume and diameter of the chambers of the additional cylinder or of the additional single-chambered cylinders may have the same volume and dimensions as the adjusting cylinders. To ensure proper switching of the tongues, however, a slightly larger volume is preferred.
  • the adjusting rod may be held in place by a retaining system.
  • the additional cylinder is connected to the hydraulic cylinders in the adjusting modules along the railway points.
  • At least some of the hydraulic cylinders are connected in series. This allows synchronous and reliable movement of the tongues.
  • all the hydraulic adjusting cylinders max be connected in series.
  • the hydraulic adjusting cylinders of the adjusting module comprising the additional cylinder may be mechanically coupled to the additional cylinder and the additional cylinder may be connected in series to the hydraulic adjusting cylinders of the remaining adjusting modules.
  • an adjusting module comprises at least two two-way valves.
  • the two-way valves ensure synchronous and complete movement of the adjusting rods in the adjusting modules.
  • the two-way valves are provided in the hydraulic circuit connecting the hydraulic cylinders of the different adjusting modules. In the case of non-trailable railway points, one hydraulic adjusting cylinder per adjusting module may be sufficient.
  • Each chamber of the hydraulic cylinder may be connected to a two-way valve.
  • the two-way valves are controlled by the means for adjusting the travel of the adjusting rod, in particular by the position of the rotatable member.
  • railway points actuating system is pre-installed. New railway points can be quickly installed if all the components, in particular the adjusting modules, are pre-installed in the factory. Thus, the time a track cannot be used due to the installation of railway points can be greatly reduced.
  • a pre-installed railway points actuation system comprises a standardized four wire interface so it can be easily connected to an already existing interlocking system.
  • the safety of railway points can be increased if point detection means are provided. Once the position of the tongues has been altered the point detection means check whether the correct and intended position has been reached.
  • the point detection means comprise facing stretcher detector bars in association with detector contacts which are connected to the signal box. All the adjusting modules may comprise facing point detector bars.
  • At least one point detection means is located between two neighbouring adjusting modules provided along the points. This improves safety of the railway points because the position of the tongues in between the adjusting modules is also monitored. For example, the tongues can be in the correct position at each adjusting module, but in between two neighbouring adjusting modules an obstacle like a stone may cause a bend in a tongue. Such a bend should be detected to prevent trains from derailing.
  • the point detection means may be pre-installed and may be connected to a point drive.
  • Locating the adjusting modules in hollow sleepers allows pre-installation of the adjusting modules and easy transport together with the complete railway points actuating system.
  • the system can be arranged in a space-saving manner. Furthermore, if no components are located outside the rails, packing of the sleepers can be performed more effectively in the region of the railway points. In particular, machine-driven packing is possible.
  • Fig. 1 shows part of a railway track 1 with stock rails 2 provided on sleepers 3.
  • Switch tongues 4, 5 are located between the stock rails 2.
  • adjusting modules 6, 7 located on hollow sleepers 8, 9.
  • Locks 10 - 13 and locking bars 14, 15 are provided at each adjusting module 6, 7 for locking the switch tongues into position when the switch tongues are not moved.
  • Each adjusting module 6, 7 is provided with an adjusting rod 21, 22 connected to the locking bars 14, 15. Obviously, at each location of the adjusting modules 6, 7 the switch tongues 4, 5 have to travel a different distance if the railway points are moved.
  • point detection means with facing point detector bars 16, 17 are provided at each adjusting module 6, 7.
  • point detection means 18 are provided between two neighboring adjusting modules 6, 7, where the point detection means 18 comprises facing point lock stretchers 19.
  • the adjusting modules 6, 7 are hydraulically connected. Hydraulic fluid is supplied by a pump unit 20 which, in the embodiment, does not form part of the railway points actuating system per se and which may therefore be located next to the rails 2. However, the components of the railway points actuating system, including the point detection means 18 are located between the stock rails 2. This ensures a compact arrangement of the components.
  • the pump unit 20 may, however, also be integrated with one of the adjusting modules 6, 7 and thus be located between the rails 2 and form part of the railway points actuation system.
  • Fig. 2 shows a railway points actuating system 30 provided with three adjusting modules 31 - 33, where adjusting module 31 is located at the free ends of the switch tongues of the railway points.
  • Each adjusting module comprises an adjusting rod 34 - 36 for adjusting the position of the switch tongues (not shown) connected to the adjusting rods 34 - 36.
  • the adjusting rods 34 - 36 are connected at an articulation point 37 - 39 to means 40 - 42 for adjusting the travel of the adjusting rods 34 - 36.
  • the means 40 - 42 are rotatable about a rotational axis 43 - 45.
  • the free ends of the means 40 - 42 are connected to a piston rod 46 - 48, which communicates with a first and a second hydraulic cylinder 49 - 54.
  • the position of the articulation point 37 - 39 can be adjusted with respect to the rotational axis 43 - 45.
  • the travel of the adjusting rod 34 - 36 can be easily adjusted, depending on the location of the adjusting module 31 - 33 along the railway points.
  • hydraulic fluid is pumped by the pump 55, which is driven by a motor 56, into the first hydraulic adjusting cylinder 49. This causes the piston rod 46 to move to the right and the adjusting rod 34 to move to the left.
  • hydraulic fluid is pushed out of the second hydraulic adjusting cylinder 50 and into the first hydraulic adjusting cylinder 51 of the second adjusting module 32, causing piston rod 47 to move to the right and the adjusting rod 35 to move to the left.
  • the hydraulic fluid pushed out of the second hydraulic adjusting cylinder 52 because of the movement of piston rod 47 to the right goes into the first hydraulic adjusting cylinder 53 of the third adjusting module 33, thus displacing piston rod 48.
  • the hydraulic fluid escaping from the second hydraulic adjusting cylinder 54 travels back to the pump 55, and, if there is a surplus, into the fluid reservoir 57 via the pressure control valve 58. If the volume of the hydraulic fluid increases due to an increase in temperature, hydraulic fluid can escape into the reservoir 57 via pressure control valve 58.
  • each adjusting module 31 - 33 there are also provided two-way valves 59 - 64. To start with, the two-way valve 59 is in an open position when the piston rod 46 is in the position shown in Fig. 2. However, hydraulic fluid is prevented from directly flowing to the second adjusting module 32 by check valve 65.
  • the two-way valve 59 closes, preventing hydraulic fluid to flow back from the second hydraulic cylinder 50 towards the pump 55.
  • Two-way valve 60 is closed.
  • the check valves 66, 67 prevent hydraulic fluid passing in both directions.
  • the two-way valve 60 opens, thus allowing hydraulic fluid to be pumped via check valve 66 into the first hydraulic cylinder 51 of adjusting module 32. This ensures the piston rod 47 reaching its end position.
  • the two-way valves 61 - 64 in adjusting modules 32, 33 operate in the same manner. All hydraulic adjusting cylinders 49 - 54 have the same volume and diameter.
  • a further two-way valve 69 which closes the hydraulic circuit if the tongues are not being moved, and hence acts as pressure compensation valve.
  • the pump unit 68 constitutes the point drive. It may be integrated with one of the adjusting modules 31 - 33 or kept as a separate unit. Preferably, the pump unit 68 is kept between the rails, however, if the hydraulic connections to the first adjusting module 31 can be arranged such as to not obstruct packing of the sleepers, it may also be disposed next to the rails. Movement of the adjusting rods 34 - 36 is effected in an analogous way.
  • Fig. 2 shows a point actuating system for non-trailable railway points
  • Fig. 3 shows a point actuating system 70 for trailable railway points.
  • the only difference lies in the adjusting module 71.
  • an additional cylinder 74 is provided, which is also connected to the adjusting rod 75. If hydraulic fluid is pumped into the first adjusting cylinder 72, the adjusting rod 75 is moved to the left as described in Fig. 2 for the adjusting cylinders 49, 50 and adjusting rod 34.
  • the piston 76 Since the adjusting rod 75 is mechanically coupled to the piston 76 of the additional cylinder 74, the piston 76 is moved to the right, thus pressing hydraulic fluid out of the second chamber 77 and into the first adjusting cylinder 78. If the pressure of the hydraulic fluid pressed out of the second chamber 77 becomes too large, the hydraulic fluid gets into reservoir 80 via pressure control valve 81. If a train first gets onto the railway points at the location of the adjusting module 82, i.e. the train traveling from top to bottom in the drawing, a force is exerted onto the switch tongues and thus onto the adjusting rod 83.
  • piston rod 84 is forced to the right, thereby pressing hydraulic fluid out of the second adjusting cylinder 85 and into the first chamber 86 of the additional cylinder 74.
  • a movement of piston 76 to the right is prevented because of the piston 76 being mechanically coupled to adjusting rod 75, which is kept in position by the means 87 and the adjusting cylinders 72, 73.
  • the adjusting rod 75 is coupled to the member 87 by means of a retaining system 88.
  • the retaining system 88 opens, allowing the adjusting rod 75 and thus the free ends of the switch tongues to move.
  • the volume of the chambers 77, 86 of the additional cylinder 74 may have the same or a slightly larger volume and the same diameter as the adjusting cylinders 72, 73, 78, 85. Since the additional cylinder 74 acts as hydraulic pump for the subsequent cylinders 78, 85, which are connected in series, a slightly larger volume ensures the adjusting rods in the subsequent adjusting modules to reach their end positions.
  • check valves 89, 90 which allow hydraulic fluid to be drawn from the reservoir 80, 91 if the volume of the hydraulic fluid decreases.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
  • Braking Arrangements (AREA)
  • Railway Tracks (AREA)
  • Actuator (AREA)
  • Liquid Crystal Substances (AREA)
  • Separation By Low-Temperature Treatments (AREA)
  • Valve Device For Special Equipments (AREA)
EP03360040A 2003-03-21 2003-03-21 Weichenantriebssystem Expired - Lifetime EP1459954B1 (de)

Priority Applications (3)

Application Number Priority Date Filing Date Title
AT03360040T ATE329811T1 (de) 2003-03-21 2003-03-21 Weichenantriebssystem
EP03360040A EP1459954B1 (de) 2003-03-21 2003-03-21 Weichenantriebssystem
DE60306102T DE60306102T2 (de) 2003-03-21 2003-03-21 Weichenantriebssystem

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP03360040A EP1459954B1 (de) 2003-03-21 2003-03-21 Weichenantriebssystem

Publications (2)

Publication Number Publication Date
EP1459954A1 true EP1459954A1 (de) 2004-09-22
EP1459954B1 EP1459954B1 (de) 2006-06-14

Family

ID=32799162

Family Applications (1)

Application Number Title Priority Date Filing Date
EP03360040A Expired - Lifetime EP1459954B1 (de) 2003-03-21 2003-03-21 Weichenantriebssystem

Country Status (3)

Country Link
EP (1) EP1459954B1 (de)
AT (1) ATE329811T1 (de)
DE (1) DE60306102T2 (de)

Cited By (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2011127875A3 (en) * 2010-04-14 2012-05-18 DT- VÝHYBKÁRNA A STROJĺRNA A.S. Hydraulic equipment of the locking device with hydraulic cylinders in parallel connection designed for the railway turnout switch rails setting
ITRM20120002A1 (it) * 2012-01-03 2013-07-04 Gianfranco Tinti Circuito oleodinamico per la movimentazione di scambi ferroviari, e relativo metodo di movimentazione.
WO2014191843A2 (en) * 2013-05-24 2014-12-04 Spx International Limited Railway point crank system
US9242661B2 (en) 2013-05-24 2016-01-26 Spx International Limited Railway point crank system
CN105398470A (zh) * 2015-12-22 2016-03-16 湖南中创轨道工程装备有限公司 道岔转辙连动装置
CN112477918A (zh) * 2020-12-11 2021-03-12 交控科技股份有限公司 道岔牵引装置、道岔多机牵引的同步方法及交通设施
CN114347872A (zh) * 2022-01-19 2022-04-15 济南轨道交通集团第一运营有限公司 一种线岔岔心辅助调整装置及方法

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0480303A2 (de) * 1990-10-10 1992-04-15 SASIB S.p.A. Betätigungsvorrichtung für Eisenbahnweichen, insbesondere für Hochgeschwindigkeitsbahnen
EP0769439A1 (de) * 1995-10-19 1997-04-23 Alcatel Weichenantrieb mit einstellbarem Hub
US6056244A (en) * 1995-05-03 2000-05-02 Vae Aktiengesellschaft Railway switch setting device
WO2000073119A1 (en) * 1999-06-01 2000-12-07 Horváth, József Driving gear for points

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0480303A2 (de) * 1990-10-10 1992-04-15 SASIB S.p.A. Betätigungsvorrichtung für Eisenbahnweichen, insbesondere für Hochgeschwindigkeitsbahnen
US6056244A (en) * 1995-05-03 2000-05-02 Vae Aktiengesellschaft Railway switch setting device
EP0769439A1 (de) * 1995-10-19 1997-04-23 Alcatel Weichenantrieb mit einstellbarem Hub
WO2000073119A1 (en) * 1999-06-01 2000-12-07 Horváth, József Driving gear for points

Cited By (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2011127875A3 (en) * 2010-04-14 2012-05-18 DT- VÝHYBKÁRNA A STROJĺRNA A.S. Hydraulic equipment of the locking device with hydraulic cylinders in parallel connection designed for the railway turnout switch rails setting
ITRM20120002A1 (it) * 2012-01-03 2013-07-04 Gianfranco Tinti Circuito oleodinamico per la movimentazione di scambi ferroviari, e relativo metodo di movimentazione.
WO2014191843A2 (en) * 2013-05-24 2014-12-04 Spx International Limited Railway point crank system
WO2014191843A3 (en) * 2013-05-24 2015-05-07 Spx International Limited Railway point crank system
US9242661B2 (en) 2013-05-24 2016-01-26 Spx International Limited Railway point crank system
CN105408186A (zh) * 2013-05-24 2016-03-16 Spx国际有限公司 铁路道岔曲柄系统
JP2016524563A (ja) * 2013-05-24 2016-08-18 エスピーエックス インターナショナル リミテッド 鉄道ポイントクランクシステム
CN105398470A (zh) * 2015-12-22 2016-03-16 湖南中创轨道工程装备有限公司 道岔转辙连动装置
CN112477918A (zh) * 2020-12-11 2021-03-12 交控科技股份有限公司 道岔牵引装置、道岔多机牵引的同步方法及交通设施
CN114347872A (zh) * 2022-01-19 2022-04-15 济南轨道交通集团第一运营有限公司 一种线岔岔心辅助调整装置及方法
CN114347872B (zh) * 2022-01-19 2024-04-16 济南轨道交通集团第一运营有限公司 一种线岔岔心辅助调整装置及方法

Also Published As

Publication number Publication date
DE60306102D1 (de) 2006-07-27
ATE329811T1 (de) 2006-07-15
EP1459954B1 (de) 2006-06-14
DE60306102T2 (de) 2007-04-19

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