EP1752354B1 - Point drive system - Google Patents

Point drive system Download PDF

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Publication number
EP1752354B1
EP1752354B1 EP06076792A EP06076792A EP1752354B1 EP 1752354 B1 EP1752354 B1 EP 1752354B1 EP 06076792 A EP06076792 A EP 06076792A EP 06076792 A EP06076792 A EP 06076792A EP 1752354 B1 EP1752354 B1 EP 1752354B1
Authority
EP
European Patent Office
Prior art keywords
drive
drive member
axis
crank
unit
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.)
Active
Application number
EP06076792A
Other languages
German (de)
English (en)
French (fr)
Other versions
EP1752354A2 (en
EP1752354A3 (en
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 EP08155574A priority Critical patent/EP1955919A1/en
Publication of EP1752354A2 publication Critical patent/EP1752354A2/en
Publication of EP1752354A3 publication Critical patent/EP1752354A3/en
Application granted granted Critical
Publication of EP1752354B1 publication Critical patent/EP1752354B1/en
Active legal-status Critical Current
Anticipated expiration legal-status Critical

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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

Definitions

  • the present invention relates to the driving of railway points.
  • a supplementary drive system for operating long railway points in a coherent and synchronised manner which can be manually operated from one position and that locks the switch rail of a set of points to its adjacent running rail at all supplementary input positions, which is not dependent upon the movement of the switch blade to provide supplementary inputs, and which is tolerant to changes in temperature, rail creep and train run-through is the subject of EP-A-1512603 .
  • a drive unit 10 comprises a drive means, e.g. a motor, which drives a drive member 30 along a first axis, substantially parallel to the railway tracks 1-4.
  • the drive member engages a crank 32 connected to a drive bar 11, such that movement of the drive member along the first axis is converted by the crank into movement of the drive bar along a second axis orthogonal to the first axis.
  • the drive bar is connected to the movable rails 2, 3 of a point system, causing the state of the points to change by suitable operation of the drive means.
  • additional cranks 39, 40 may be connected in-line with the drive member so that the rails can be moved at various locations along their length.
  • a disadvantage of this system is that the drive unit has to be placed at the "toes" or ends of the movable rails. In congested areas such as those that exist in large railway station areas and their approaches, this may be problematic to arrange.
  • a drive system having the precharacterising features of Claim 1 is known from DE-C-104882 .
  • a drive system having some of the precharacterising features of Claim I is known from US-4982919 .
  • a further drive system is known from US-4927102 .
  • a drive system for railway points comprising: a drive unit comprising a drive means for producing linear motion along an axis; a drive member having first and second ends, said drive member being operatively connected to the drive means at a portion of the drive member intermediate said first and second ends such that the drive member is linearly movable in both directions for a range of travel along said axis; and at least one crank for engagement with the drive member to produce linear motion in a direction orthogonal to the axis, characterised in that the drive means comprises a controllable motor and the crank has a profiled end such that in operation the drive unit generates two drive outputs of which one drive output is transverse to the railway track and intermittent, while the other drive output, via the drive member, is parallel to the railway track and continuous, and wherein each of said first and second ends of said drive member protrudes from the drive unit for at least a portion of said range of travel, the system further comprising a second drive unit comprising a second motor
  • At least one of the first and second ends of the drive member may be connected to means for engagement with at least one further crank to produce linear motion in a direction orthogonal to the axis.
  • Each crank may be connected to a respective drive bar for driving the railway points.
  • the second drive means may in use produce linear motion along a second axis, and the second drive member may have respective first and second ends, said second drive member being operatively connected to the second drive means at a portion of the second drive member intermediate said first and second ends such that the second drive member is linearly movable in both directions for a range of travel along said second axis.
  • the first axis may be coincident with the second axis.
  • the system may comprise more than two of drive units with respective drive means and drive members, wherein each drive unit is independently operable to drive the railway points via its respective drive means and drive member, and the drive members of all of said drive units are connected.
  • operation of the or each drive unit may be effected manually.
  • a set of railway points comprising a pair of movable rails connected to the above drive system.
  • the or each drive unit may be located between the rails.
  • an electro-mechanical point machine drive unit 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 at an intermediate point between its two ends.
  • Drive member 30 is elongate in the direction of linear movement, so that both ends are capable of protruding beyond the drive unit for at least a portion of the range of travel of the drive member.
  • 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 the movable rails of a points system (not shown).
  • 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.
  • Both ends of the drive member 30 incorporate means for connection to further drive means, which in turn may engage with further cranks.
  • Fig. 3 shows a drive system in which the drive unit 10 is located approximately halfway along the length of the points.
  • both ends of the drive member 30 are connected to further drive means 43, 44 which engage with respective cranks 39, 40 via respective rollers 41, 42.
  • Fig. 4 shows a further arrangement in which the drive unit 10 is located at the "heel" of the points.
  • the drive unit 10 is located at the "heel" of the points.
  • only the end of the drive member which is nearest the toe of the points is connected to further drive means.
  • Figs. 5 to 7 show arrangements according to the invention which include more than one drive unit 10 connected via their drive members. This is useful feature which incorporates a level of redundancy into the system, so that failure of a unit is not critical. At busy rail junctions failure of a point mechanism can cause costly delays and disruption to the operating timetable. It is therefore advantageous to have reliable point operating systems that provide the railway operator with immediate response and availability at all times. This may be achieved by introducing a level of redundancy into the system.
  • Another problem associated with the use of known multiple point machines is that when the electrical supply has failed and it is required to move the points to their opposite position, it is then usual to revert to manual operation by use of an emergency hand-cranking mechanism incorporated within each machine. Failures of this nature are not a problem when only one point machine is used to drive a set of points, however when there is more than one, each machine has to be operated individually. In order to avoid the problems of switch rail distortion it is necessary to move all machines connected to the switch rails at the same time. To achieve this requires a person at each machine, working in unison to ensure coherency of rail movement.
  • the units, and indeed of any supplementary drive elements, such as further drive means 35, 36 in Fig. 3 have their drive members 30, 43, 44 connected together via link arms 45.
  • This enables cranks 32 and / or 40 to lock the moveable switch blades in position at each end of movement of drive.
  • This locking action is shown typically in Fig. 5 , where the system is shown in its quiescent state, with moveable switch blade 2 closed against fixed rail 1. Movement of switch rail 2 away from fixed rail 1 would require rotation of cranks 32 about their pivots 33, however this movement is prevented by rollers 31.
  • it will still provide the switch blade locking function.
  • the system can still be operated in a coherent manner by use of a single hand crank applied to any one of the units.
  • Fig. 5 shows an arrangement where the drive members30 of three drive units 10 are connected together via links 45.
  • the arrangement may be used for driving a long point layout such as would be used for high-speed rail vehicles.
  • Fig. 6 shows an alternative arrangement whereby two drive units 10 and one supplementary drive element 36 are used in combination.
  • two drive units 10 and one supplementary drive element 36 are used in combination.
  • many different combinations of units 10 and elements 36 may be envisaged.
  • Fig. 7 shows two drive units operating in tandem and positioned between the rails 1, 2, 3, 4 This arrangement is particularly advantageous for underground railways where space is often restricted.
  • crank 32 is shown as being housed inside the point machine 10, it is possible for the crank to be separate from it, in a similar manner to the other cranks 39 and 40 shown.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transmission Devices (AREA)
  • Vehicle Body Suspensions (AREA)
  • Railway Tracks (AREA)
  • Control Of Multiple Motors (AREA)
  • Input Circuits Of Receivers And Coupling Of Receivers And Audio Equipment (AREA)
  • Power Steering Mechanism (AREA)
  • Liquid Crystal Substances (AREA)
  • Separation By Low-Temperature Treatments (AREA)
  • Valve Device For Special Equipments (AREA)
EP06076792A 2004-09-16 2005-08-23 Point drive system Active EP1752354B1 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
EP08155574A EP1955919A1 (en) 2004-09-16 2005-08-23 Point drive system with a plurality of drive units

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
GB0420618A GB0420618D0 (en) 2004-09-16 2004-09-16 Point drive system
EP05076927A EP1637428A1 (en) 2004-09-16 2005-08-23 Point drive system

Related Parent Applications (1)

Application Number Title Priority Date Filing Date
EP05076927A Division EP1637428A1 (en) 2004-09-16 2005-08-23 Point drive system

Related Child Applications (1)

Application Number Title Priority Date Filing Date
EP08155574A Division EP1955919A1 (en) 2004-09-16 2005-08-23 Point drive system with a plurality of drive units

Publications (3)

Publication Number Publication Date
EP1752354A2 EP1752354A2 (en) 2007-02-14
EP1752354A3 EP1752354A3 (en) 2007-02-28
EP1752354B1 true EP1752354B1 (en) 2009-10-14

Family

ID=33306695

Family Applications (3)

Application Number Title Priority Date Filing Date
EP06076792A Active EP1752354B1 (en) 2004-09-16 2005-08-23 Point drive system
EP05076927A Withdrawn EP1637428A1 (en) 2004-09-16 2005-08-23 Point drive system
EP08155574A Withdrawn EP1955919A1 (en) 2004-09-16 2005-08-23 Point drive system with a plurality of drive units

Family Applications After (2)

Application Number Title Priority Date Filing Date
EP05076927A Withdrawn EP1637428A1 (en) 2004-09-16 2005-08-23 Point drive system
EP08155574A Withdrawn EP1955919A1 (en) 2004-09-16 2005-08-23 Point drive system with a plurality of drive units

Country Status (6)

Country Link
EP (3) EP1752354B1 (es)
AT (1) ATE445524T1 (es)
DE (1) DE602005017142D1 (es)
DK (1) DK1752354T3 (es)
ES (1) ES2334513T3 (es)
GB (1) GB0420618D0 (es)

Families Citing this family (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2540876B (en) * 2013-05-24 2017-10-11 Spx Int Ltd Railway point crank system
US9242661B2 (en) 2013-05-24 2016-01-26 Spx International Limited Railway point crank system
CA2913246A1 (en) * 2013-05-24 2014-12-04 Spx International Limited Railway point crank system
CN109229144B (zh) * 2017-07-10 2020-07-10 比亚迪股份有限公司 道岔台车同步控制方法及装置
NL1044214B1 (en) * 2021-11-24 2023-06-15 Kampa B V Switch drive mechanism for switching a switch rail

Family Cites Families (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE104882C (es) *
US2168790A (en) * 1937-11-27 1939-08-08 Union Switch & Signal Co Railway switch operating apparatus
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
AT391500B (de) * 1987-11-05 1990-10-10 Voest Alpine Ag Umstellvorrichtung fuer bewegliche teile einer schienenweiche
YU47827B (sr) * 1987-11-05 1996-01-09 Voest-Alpine Eisenbahnsysteme Gesellschaft Gmbh. Uređaj za premeštanje pomerljivih delova u području skretanja šinske skretnice
DE20117484U1 (de) * 2001-10-25 2003-03-06 Hanning & Kahl GmbH & Co., 33813 Oerlinghausen Umstelleinrichtung für Weichen
GB2405659B (en) 2003-09-04 2006-07-26 Westinghouse Brake & Signal Point drive system

Also Published As

Publication number Publication date
ES2334513T3 (es) 2010-03-11
EP1955919A1 (en) 2008-08-13
EP1752354A2 (en) 2007-02-14
EP1752354A3 (en) 2007-02-28
DK1752354T3 (da) 2009-11-30
ATE445524T1 (de) 2009-10-15
DE602005017142D1 (de) 2009-11-26
GB0420618D0 (en) 2004-10-20
EP1637428A1 (en) 2006-03-22

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