EP1512603B1 - Weichenantriebssystem mit Kupplungseinrichtung - Google Patents

Weichenantriebssystem mit Kupplungseinrichtung Download PDF

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Publication number
EP1512603B1
EP1512603B1 EP04076944A EP04076944A EP1512603B1 EP 1512603 B1 EP1512603 B1 EP 1512603B1 EP 04076944 A EP04076944 A EP 04076944A EP 04076944 A EP04076944 A EP 04076944A EP 1512603 B1 EP1512603 B1 EP 1512603B1
Authority
EP
European Patent Office
Prior art keywords
crank
drive
axis
drive system
output
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
EP04076944A
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English (en)
French (fr)
Other versions
EP1512603A2 (de
EP1512603A3 (de
Inventor
Colin Burton
David Alan Rudge
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.)
Siemens Mobility Ltd
Original Assignee
Westinghouse Brake and Signal Co Ltd
Westinghouse Brake and Signal Holdings Ltd
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 Westinghouse Brake and Signal Co Ltd, Westinghouse Brake and Signal Holdings Ltd filed Critical Westinghouse Brake and Signal Co Ltd
Priority to EP06118374A priority Critical patent/EP1728701A3/de
Publication of EP1512603A2 publication Critical patent/EP1512603A2/de
Publication of EP1512603A3 publication Critical patent/EP1512603A3/de
Application granted granted Critical
Publication of EP1512603B1 publication Critical patent/EP1512603B1/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
    • B61L5/02—Mechanical devices for operating points or scotch-blocks, e.g. local manual control
    • 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
    • B61L5/02—Mechanical devices for operating points or scotch-blocks, e.g. local manual control
    • B61L5/026—Mechanical devices for operating points or scotch-blocks, e.g. local manual control fixing switch-rails to the driving means
    • 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
    • B61L5/10—Locking mechanisms for points; Means for indicating the setting of points

Definitions

  • the present invention relates to the driving of railway points.
  • a typical railway point comprises two static rails called stock or running rails 1 and 4, and two moveable rails known as switch rails or switch blades 2 and 3. All four rails are supported by a plurality of chairs or baseplates 5, mounted upon sleepers or bearers 6. It is common practice to connect the two moving rails together by means of a series of transversely positioned ties called stretcher bars 7, 8 and 9. The stretcher bars perform the function of maintaining an accurate spaced relationship between the two moving rails, which is commonly known as 'holding the gauge'.
  • the switch blades are moved by means of a remotely operated prime mover, for instance an electromechanical point machine 10.
  • the drive bar 11 from such a machine is connected to the first stretcher bar 7 at the 'toe' of the points 14 and 15, i.e. the position on the track where the points start and the track begins to diverge.
  • the points provide two alternative paths or routes: one being a straight ahead route and the other being a divergent one.
  • the divergent route can be described as that of the radius of an arc that strikes a tangent with the straight route at the toe of the points.
  • the speed that rail vehicles can pass over the divergent part of the points which is determined by the radius of curvature of the rails. It is axiomatic therefore that the higher the speed of the rail vehicle then the greater the radius of curvature and the longer the length of switch rail required.
  • Figure 1 is drawn showing the points set for the divergent route, that is the left hand switch rail 2 is adjacent to its associated stock rail 1; whilst the other switch rail 3 is 'open' and held away from stock rail 4.
  • the moveable switch blades 2 and 3 are tapered over their moveable length, with the taper being thinnest at the toes 14 and 15, and thickest at the other end of the switch blade, known as the heel of the points 16 and 17.
  • the degree and length of taper varies according to the radius of curvature required and is achieved by machining the inside face of the switch rail, this being known as the straight planing or head cut.
  • the moveable switch rails 2 and 3 are rigidly attached to fixed rails 12 and 13 respectively.
  • the switch rails when moved, act as cantilevered beams, with a point load applied to their free ends via point machine 10 and stretcher bar 7.
  • their stiffness will vary along their length, from being most flexible at the toes14 and 15, to that of being most rigid at the heel 16 and 17.
  • switch rails 2 and 3 rest on, and slide across, chairs 5 which are attached to, and supported by, bearers 10.
  • switch rails due to a combination of misalignment and rail flexure, switch rails often do not rest evenly on their chairs, hence the effects of friction caused by rail contact with the chairs varies along the length of the moving switch rail.
  • Hydraulic actuators are usually driven from a common pump and operate at equal pressure and thrust, however the loads presented to them is often unequal and this can cause the switch blades to move in an incoherent manner and unsynchronised manner. Additionally, hydraulic pipe work alongside the rail track is vulnerable to damage that could result in point failure and possible fire.
  • Torsional drives derive their motion from the linear movement of the toe of the switch blades, convert this to rotary movement and then back to linear movement at the other end of a torsion tube or bar. Torsion drives can be used in multiple arrangements, although their overall length is limited due to the loss of linear movement caused by torsional flexure.
  • FIG. 2 illustrates a typical three crank arrangement where the lead crank 18 is connected via one arm to rod 21 and in turn to stretcher 7 and thus receives its drive from the movement of the switch blade toes.
  • the second crank 19 is connected to stretcher 8 via rod 22, with the third crank being connected to the rear stretcher bar 9 via connecting rod 23.
  • the outer arms of cranks 18, 19 and 20 are connected together via rods 24 and 25.
  • the opening of the toe of the point blade 15 is approximately 110 mm whilst the clearance needed at the heel 17 for the free passage of rail vehicle wheels is 55 to 60 mm.
  • a further drawback to the known systems described above is their inability to accommodate a train 'run-through', where a train makes an unauthorised movement over the points against the route for which they are set. For example, referring back to Figure 1, if a train were to travel from right to left as shown on the straight ahead route, then the right hand wheels of the train would run into the closed switch blade 2 that abuts against fixed rail 1. Progressive movement of the train's flanged wheels into the closed and locked switch blade will force it away from the fixed rail and permanent damage to the points and point equipment will result.
  • Point drive systems showing the precharacterizing features of Claim 1 are known from US 4982919 , US 3977635 and GB 2379311 .
  • a switch control system is known from US 1049236 .
  • a drive system for railway points comprising: a drive means for producing linear motion along a first axis; a drive member operatively connected to the drive means, the drive member being linearly movable along said first axis; a pivoted crank having an end and an output region; and an output member connected to the output region of said crank, said output member being substantially linearly movable along a second axis orthogonal to said first axis for connection to a pair of movable rails, such that in use the drive member engages said end in moving along said first axis causing rotation of the crank thereby causing the output member and said pair of movable rails to move along said second axis between first and second positions, characterised in that the crank includes a clutch arrangement permitting rotation of the output region with respect to said end.
  • the end of the crank is advantageously profiled to have first, second and third sections.
  • the drive member may engage the end of the crank via a roller attached to the drive member.
  • At least one additional such crank may be provided, connected to the drive member and to a respective output member.
  • Each of these cranks may include an output region of different to the length of the output region of the first said crank.
  • the or each output member may be provided with a respective stretcher bar for keeping the rails at a predetermined distance apart.
  • a set of railway points comprising a pair of movable rails connected to the above drive system.
  • an electro-mechanical point machine 10 comprises a prime mover 26, which in this case is a controllable electric motor. This drives, via reduction gear train 27, a linear ballscrew 28, thus converting the rotary motion of the motor to linear movement of ballnut 29 along an axis running from left to right as shown in the figure.
  • the linear movement of the ballnut is transferred to drive member 30.
  • Roller 31 is attached to the drive member 30, and this engages with the profiled end of crank 32; the crank being free to rotate about fixed pivot 33.
  • the other arm of the crank is connected to the output drive bar 11 via roller 34.
  • the drive bar 11 is connected to stretcher 7, which transmits the drive from the point machine 10 to switch blades 2 and 3.
  • the point machine 10 thus generates two drive outputs which are positioned at right angles to each other.
  • One drive 11 is transverse to the railway track whilst the other, drive member 30, is parallel to it.
  • the transverse drive output is intermittent, whilst the parallel drive is continuous.
  • the phased sequence of drive outputs is achieved by use of the escapement crank 32.
  • roller 31 The interaction between roller 31 and the escapement crank is now described in more detail with reference to Figures 4a-c. It can be seen that the profiled end of the crank comprises three sections, i.e. two outer flat sections and a central indent.
  • the right hand flat of the escapement crank is resting against roller 31; in this position the roller restricts any further clockwise rotation of the crank and thus effectively locks and prevent the switch blades from movement.
  • a command may now be placed upon the point machine motor 26 which, via the gear train and drive member 30, causes roller 31 to move to the left along the profiled face of the crank.
  • the crank is prevented from rotating until a point is reached where the roller leaves the flat section of the escapement profile and engages the central indent.
  • Figure 4b shows the escapement in mid position where the crank is now free to rotate about its pivot 33.
  • the drive member and roller 31 continue to move to the left and engage with the left hand flat on the crank, which will in turn cause the crank to rotate in a clockwise direction about pin 33. This action will also move the point switch blades to the opposite position, i.e. for the straight ahead route.
  • crank rotation ceases.
  • Roller 31 continues to move to the left until it reaches the far end of the flat, shown in Figure 4c, at which point power is removed from the motor 26.
  • the switch blades With the system in this quiescent state the switch blades are held locked by virtue of roller 31 preventing anticlockwise rotation of crank 32. It is therefore clear that there are three distinct positions: a first in which the rails are locked in a 'closed' state, a second where the rails are unlocked and are free to move, and a third where the rails are locked in an 'open' state. This arrangement provides improved immunity against the effects of temperature change.
  • roller 31 If the roller 31 is engaged with one of the flat sections for example, even if there is stretching or compression of the drive member due to e.g. temperature change, the roller will merely move along the flat section, maintaining the rails in their locked state. Similarly, the system will not be compromised by unwanted movement of the rails, e.g. by 'rail creep'.
  • FIG. 5 a high speed point layout is shown in which two supplementary drive inputs 35 and 36 have been employed in conjunction with a dual output electro-mechanical point machine 10.
  • the supplementary drive units can be used in multiple combination, thus providing as many inputs as required.
  • the units are linked to each other via connecting rod 38, whilst unit 35 receives its input via connecting rod 37 being attached to the drive member 30 of point machine 10.
  • cranks 32, 39 and 40 are identical; rollers 31, 41 and 42 are also identical and since slides 30, 43 and 44 move in unison, then the cranks will operate in a synchronised manner and they will each provide the same function of holding the switch blades secure.
  • cranks 39 and 40 As shown in Figure 1 the gap between the open switch rail 3 and fixed rail 4 narrows from the toe 15 to the heel 17, the gap at 17 being approximately half of that at toe 15.
  • the output required from cranks 39 and 40 therefore is less than that required from crank 32.
  • a reduction in output is achieved by reducing the length of crank arms 39 and 40.
  • the shortened crank arms have greater mechanical advantage when compared with crank 32 and therefore are able to provide a higher thrust to the switch blades. In mechanical terms this is very efficient since the increased thrust to the switch blades is directed where the stiffness of the blade is increased due to the increased thickness of the taper.
  • a feature of the invention is that of making the escapement cranks compliant, that is, they are able to yield under the influence an excessive applied load.
  • the nature of this refinement is to prevent permanent damage to the points and associated operating equipment, for instance the point machine and supplementary drives, in the event of a a 'run-through' taking place.
  • the escapement type crank has two separate arms 45 and 46. Interposed between the arms is a clutch element 47, whose separate halves are keyed to arms 45 and 46 respectively.
  • the arms and the clutch elements are contained by means of a cylindrical sleeve 48 that has a retaining collar at one end and screwed portion at the other.
  • a disk spring 49 is fitted to the sleeve and compressed to the required pressure by means of adjusting nut 50. The pressure set by the disc spring will be such that under normal point operation the two crank arms will remain in their correct angled alignment.
  • crank 32 is shown as being housed inside the point machine 10, it is possible to for the crank to be separate from it, in a similar manner to the other cranks 39 and 40 shown.
  • the clutch system used may vary from that shown in Figure 6, and there are many variations that will be apparent to those skilled in the art.
  • Means may be provided for manually moving the points in the event of a motor malfunction, in a similar manner to conventional systems.
  • the profiled end face of the escapement crank is exemplary only, and it is possible to devise other designs which achieve the desired locking profile.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Railway Tracks (AREA)
  • Vehicle Body Suspensions (AREA)
  • Power Steering Mechanism (AREA)
  • Transmission Devices (AREA)
  • Control Of Position Or Direction (AREA)
  • Paper (AREA)
  • Surface Acoustic Wave Elements And Circuit Networks Thereof (AREA)

Claims (10)

  1. Antriebssystem für Bahnweichen umfassend:
    Antriebsmittel (26) zur Erzeugung einer linearen Bewegung entlang einer ersten Achse; ein Antriebsglied (30) wirkend verbunden mit den Antriebsmitteln (26), wobei das Antriebsglied (30) linear entlang der ersten Achse bewegbar ist; eine drehbare Kulisse (32) mit einem Ende und einem Abtriebsbereich; und ein Abtriebsglied (11), verbunden mit dem Abtriebsbereich der Kulisse (32), wobei das Abtriebsglied (11) im wesentlichen linear bewegbar ist entlang einer zweiten Achse im rechten Winkel zur ersten Achse zur Verbindung mit einem Paar bewegbarer Schienen (2, 3), derart dass im Betrieb das Antriebsglied (30) in das Ende eingreift bei Bewegung entlang der ersten Achse eine Verdrehung der Kulisse (32) bewirkend, dadurch das Abtriebsglied (11) und das Paar bewegbarer Schienen (2,3) veranlassen sich entlang der zweiten Achse zwischen ersten und zweiten Positionen zu bewegen, dadurch gekennzeichnet, dass die Kulisse (32) eine Kupplungsanordnung (47) aufweist, die die Verdrehung des Abtriebsbereiches in Bezug auf das Ende erlaubt.
  2. Antriebssystem gemäß Anspruch 1, worin das Ende der Kulisse (32) profiliert ist, um erste, zweite und dritte Abschnitte aufzuweisen.
  3. Antriebssystem gemäß Anspruch 2, derart angeordnet, dass wenn das Antriebsglied (30) in den ersten Abschnitt des profilierten Endes eingreift, das Abtriebsglied (11) in der ersten Position arretiert ist.
  4. Antriebssystem gemäß einem der Ansprüche 2 oder 3, derart angeordnet, dass wenn das Antriebsglied (30) in den zweiten Abschnitt des profilierten Endes eingreift, das Abtriebsglied (11) entriegelt ist, so dass es entlang der zweiten Achse auslenken kann.
  5. Antriebssystem gemäß einem der Ansprüche 2 bis 4, derart angeordnet, dass wenn das Antriebsglied (30) in den dritten Abschnitt des profilierten Endes eingreift, das Abtriebsglied (11) in der zweiten Position arretiert ist.
  6. Antriebssystem gemäß einem der vorhergehenden Ansprüche, worin das Antriebsglied (30) am Ende der Kulisse (32) über eine Rolle (31) eingreift, die am Antriebsglied (30) angebracht ist.
  7. Antriebssystem gemäß einem der vorhergehenden Ansprüche, weiter umfassend wenigstens eine zusätzliche derartige Kulisse (39, 40), die mit dem Antriebsglied (30) und jeweils einem derartigen Abtriebsglied verbunden ist.
  8. Antriebssystem gemäß Anspruch 7, worin die oder jede zusätzliche Kulisse (39, 40) einen Abtriebsbereich unterschiedlich zur Länge des Abtriebsbereiches der ersten Kulisse (32) aufweist.
  9. Antriebssystem gemäß einem der vorhergehenden Ansprüche, worin das oder jedes Abtriebsglied (11) mit jeweils einer Spreizvorrichtung (7, 8, 9) zum Halten der Schienen (2, 3) in einem vordefinierten Abstand zueinander ausgerüstet ist.
  10. Bahnweichengruppe umfassend ein Paar bewegbarer Schienen (2, 3), die mit einem Antriebssystem gemäß einem der vorhergehenden Ansprüche verbunden sind.
EP04076944A 2003-09-04 2004-07-06 Weichenantriebssystem mit Kupplungseinrichtung Expired - Lifetime EP1512603B1 (de)

Priority Applications (1)

Application Number Priority Date Filing Date Title
EP06118374A EP1728701A3 (de) 2003-09-04 2004-07-06 Weichenantriebssystem

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
GB0320705 2003-09-04
GB0320705A GB2405659B (en) 2003-09-04 2003-09-04 Point drive system

Related Child Applications (1)

Application Number Title Priority Date Filing Date
EP06118374A Division EP1728701A3 (de) 2003-09-04 2004-07-06 Weichenantriebssystem

Publications (3)

Publication Number Publication Date
EP1512603A2 EP1512603A2 (de) 2005-03-09
EP1512603A3 EP1512603A3 (de) 2005-03-23
EP1512603B1 true EP1512603B1 (de) 2007-10-03

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ID=28686886

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Application Number Title Priority Date Filing Date
EP04076944A Expired - Lifetime EP1512603B1 (de) 2003-09-04 2004-07-06 Weichenantriebssystem mit Kupplungseinrichtung
EP06118374A Ceased EP1728701A3 (de) 2003-09-04 2004-07-06 Weichenantriebssystem

Family Applications After (1)

Application Number Title Priority Date Filing Date
EP06118374A Ceased EP1728701A3 (de) 2003-09-04 2004-07-06 Weichenantriebssystem

Country Status (5)

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EP (2) EP1512603B1 (de)
AT (1) ATE374715T1 (de)
DE (1) DE602004009254D1 (de)
GB (1) GB2405659B (de)
HK (1) HK1071112A1 (de)

Families Citing this family (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB0420618D0 (en) * 2004-09-16 2004-10-20 Westinghouse Brake & Signal Point drive system
FR2893576B1 (fr) * 2005-11-23 2008-02-15 Alstom Transport Sa Dispositif de manoeuvre de lames d'aiguillage
FR2930503B1 (fr) * 2008-04-29 2010-06-04 Alstom Transport Sa Aiguillage comprenant des moyens de commande electriques et manuels
KR101022256B1 (ko) * 2008-12-11 2011-03-21 삼표이앤씨 주식회사 분기기 연동장치용 조절식 스퀘어바 및 이의 연동방법
FR2989049B1 (fr) * 2012-04-10 2015-10-02 Pascal Teyssier Mecanisme de manoeuvre d'aiguillage
CN105408186A (zh) * 2013-05-24 2016-03-16 Spx国际有限公司 铁路道岔曲柄系统
US12104331B2 (en) * 2016-09-12 2024-10-01 Mona Beaman Saborage-resistant switch device for moving railroad switch points

Family Cites Families (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE104882C (de) *
CH33863A (fr) * 1905-03-27 1906-01-31 Soc D Etablissements Elwell Croisement de voies à pointe de coeur articulée
US1049236A (en) * 1911-03-30 1912-12-31 James Holdsworth Switch.
FR1157525A (fr) * 1956-08-31 1958-05-30 Sncf Dispositif pour une immobilisation de position semi-dépendante et talonnable des lames d'aiguillages de voies ferrées
NL6901277A (de) * 1969-01-24 1970-07-28
AT328488B (de) * 1974-10-15 1976-03-25 Voest Ag Vignolschienenweiche
DE3224759A1 (de) * 1982-07-02 1984-01-05 Maschinenfabrik Stromag Gmbh, 4750 Unna Stirnzahnkupplung mit elektromagnetischer betaetigung
AT391500B (de) * 1987-11-05 1990-10-10 Voest Alpine Ag Umstellvorrichtung fuer bewegliche teile einer schienenweiche
JP4116208B2 (ja) * 1999-10-06 2008-07-09 財団法人鉄道総合技術研究所 可動ｋ字クロッシング用転換鎖錠装置
NZ519355A (en) * 2001-08-31 2004-05-28 Vae Nortrak North America Inc Assist rod and basket assembly

Also Published As

Publication number Publication date
HK1071112A1 (en) 2005-07-08
EP1512603A2 (de) 2005-03-09
GB2405659B (en) 2006-07-26
ATE374715T1 (de) 2007-10-15
GB2405659A (en) 2005-03-09
DE602004009254D1 (de) 2007-11-15
EP1728701A2 (de) 2006-12-06
EP1728701A3 (de) 2007-02-28
GB0320705D0 (en) 2003-10-01
EP1512603A3 (de) 2005-03-23

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