EP2314495A1 - System for monitoring a stop block or a buffer of a stop block - Google Patents

Abstract

The system comprises a sensor or a switch and a base frame (10) which is a buffer-stop. The sensor or the switch produces a switching signal, where a transmission device converts the switching signal to an indicator signal for a receiving device. The base frame is connected to the transmission device in a communicative manner.

Description

The invention relates to a system for monitoring a track jounce bumper or a buffer of a buffer according to claim 1.

At the ends of railway tracks usually track closures are provided, mostly in the form of buffer blocks. With bumpers one distinguishes between fixed and brake pads. Brake rams can be moved under braking engagement with the rails in a driveway. Fixed bumpers usually have a mechanical or hydraulic buffer device, which are displaced by the approaching train. If there is a shift of a brake buffer or a buffer of a fixed bollard, it is necessary to then return the parts to their original position. Hydraulic buffer devices are usually automatically resetting. At the bumpers usually a signal panel is provided, which consists of a reflective sign, which is laid down in the signal rules of the railway companies.

The condition of a track closure can hitherto only be determined by supervisors on site, namely whether the buffer blocks are ready for use, a tolerable or intolerable shift has taken place. For this purpose, an operator carried out in intervals maintenance is made. The faulty condition of a track closure can easily be recognized and documented on some existing, rusted track ends, bent tracks and overgrown railway systems. A preventive maintenance does not take place.

The invention has for its object to provide a system for monitoring a track bounce or a buffer of a buffer with which of a remote location can be determined whether a shift of the buffer or the buffer has taken place and such a shift is still within a tolerable range.

This object is solved by the features of patent claim 1.

In the system according to the invention, a sensor or an electrical switch is mounted on the frame of the buffer or track. The sensor or the switch is communicatively connected to a transmitter device mounted on the frame or in the track area. The connection can be wireless or wiry. The transmitting device can be connected wirelessly or wired with a remote receiving device. This is e.g. with a computer of the delivery of the track closure in conjunction or with a signal box or in a control room of a railway system. In large factories, the control room is used for plant control of the entire operating area in the surrounding area.

In the system according to the invention at least one sensor detection point or an operating portion for a contact of the switch on the track or on the buffer stop is also mounted. In the initial or original position of the buffer, the sensor or the switch is aligned with the sensor detection point or operating portion or has a predetermined relationship to this. If the sensor detection point and the detection range of the sensor no longer coincide or the operating portion of the switch actuates or leaves the contact of the switch, a signal for the transmitting device is generated, which then generates an indication signal for the remote receiving device. Thus, if there is a shift of a buffer or a buffer due to a driveway, this is detected immediately in the receiving device, so that it can be determined by a subsequent survey whether the shift occurred is still within the tolerance range or makes it necessary to reset the buffer or the buffer.

According to one embodiment of the invention, the sensor is preferably a proximity sensor. Proximity sensors are known for a wide variety of applications. An optical sensor may be less suitable because it must be protected from contamination, which may be difficult in open systems.

According to a further embodiment of the invention, the switch is mounted near a rail on the frame, and the actuating portion is mounted on the rail, preferably on the rail, on the rail fastening, on a railroad tie or on a track-fixed stop for a return device on the frame of the buffer. It is understood that the attachment of the actuating portion must not hinder displacement of a brake shoe. This is not the case when the operating portion is attached to the rail foot. The same applies to the attachment to a rail fastening, which consists in a conventional manner of so-called claws, which engage on opposite sides of the rail foot and in turn are attached to a threshold.

In the case of a reverse arrangement of sensor or switch and detection point or operating section, provision must be made for a protected attachment in the track area. Sensor or switches are e.g. arranged on the attachment for a Merkpfahl, and the transmitting device may e.g. be attached to the Merkpfahl.

In order to determine the position when retrieving a buffer, which thus corresponds to the starting position, it is known to provide a stop for a return device on a rail. The return device is at a lower Cross strut of the frame of the bumper attached and used to attack a traction device for the purpose of advancing the buffer. This device is connected to a side arm, which abuts against a stop as soon as the buffer has reached its original position when retrieving. The stop can also be a carrier for a sensor detection point or an operating section for a switch.

The sensor detection point can be attached to the rail, to the mounting for the rail, e.g. a rail screw, a sill or provided on a track-fixed stop for a return device. If above and below of a sensor detection point is mentioned, then this means any precaution with which a sensor can cooperate recognizing, for example, a reflective surface, a magnetic-acting portion and the like. In any case, the sensor detection point should be able to interact with the sensor to determine the relative position of the sensor relative to the detection point. In the simplest case, leaving the detection point by the sensor or actuation or non-actuation of the switch more or less a jump signal is generated which is completely sufficient to indicate leaving the buffer from its initial position. Of course, it is also conceivable to provide a sensor or a sensor detection point so that not only a more or less clear departure from the position of the buffer is determined, but also the extent of its displacement. However, such a provision is much more expensive in relation to the mere statement of leaving its position. Naturally, the same applies to the determination of the displacement of a buffer.

For brake pads, the regulations provide for a tolerance range around which the buffer can be displaced without the need for a return. The the same applies to braking buffers in fixed bounce blocks. In this case, one embodiment of the invention provides that two sensor detection points or fastening sections are provided spaced apart in the track direction. With the aid of this provision, three signals can be generated, namely a first signal which corresponds to the starting position. For the transmitting device, this means, for example, a zero signal. If the buffer is displaced to some extent within the tolerance range, although a signal is generated which can be transmitted from the transmitting device to the receiving device, in the latter it can be identified as such, which does not yet require a return of the buffer. A displacement of the buffer against the second sensor detection point addition or via a second operating section generates a further signal, which is also displayed in the receiving device or the associated evaluation device and causes a return of the buffer. However, it is also possible to display only a displacement of the sensor beyond the second sensor detection point or a leaving of the operating section of the second switch by signal, which only then asks the receiving location to inspect the buffer and to bring back in other intactness to the starting position.

Finally, it is also conceivable to determine by sensor detection point or operating section and sensor or switch, when the buffer has reached the track end or even exceeded.

So far, it has already been customary to introduce flagstones into the ballast of the track in the area of a buffer. The first Merkpfahl in Auffahrrichtung is equal to the buffer of the buffer. The second Merkpfahl has a distance from the first, which corresponds to the tolerance range of a possible displacement of the buffer. By inspection, the maintenance staff can determine if and to what extent a shift has taken place and whether they are in or out of Tolerance range is. According to one embodiment of the invention, note piles are mounted at a distance of the displacement tolerance of the buffer stop on a rail and the sensor detection point or the actuating portion is attached to the attachment for the first in the direction of travel of a rail vehicle Merkpfahl. In the case of two detection points or two actuating sections, a detection point or an actuating section is assigned to each memo pad. The Merkpfähle may be attached to a plate, for example, which is located outside a rail and is fastened by means of brackets on the rail foot. If additionally the reaching of the track end is to be monitored, eg a third recognition point is assigned to the track.

According to a further embodiment of the invention, the transmitting device is arranged behind a reflective protection signal for the buffer. The transmitting device can be connected to a GSM network.

According to a further embodiment of the invention, an optical, acoustic and / or mechanical display device can be mounted on the frame, which is connected either to the sensor or the switch or to the transmitting device. In connection with the generation of a signal from the sensor or from the switch, a signal can then be generated in situ if a shift, in particular an impermissible shift, has taken place.

The transmitting device preferably has a battery for energy supply, which can be charged by means of a solar cell.

For a brake block, which is additionally connected to a buffer device, two sensors are preferably used, which are each connected to the transmitting device. The one sensor detects a shift of the buffer and a second one is tracked and operates in the manner described above.

With the help of the invention, an automatic monitoring of the operational readiness of a track closure is connected. It provides an indication of the need for maintenance without the need to inspect track closures within an interval that requires an on-site inspection anyway.

Fig. 1

zeigt schematisch die Seitenansicht eines Bremsprellbocks mit einem System nach der Erfindung.

Fig. 2

zeigt die Frontansicht des Prellbocks an Fig. 1 in Richtung Pfeil 2.

Fig. 3

zeigt eine ähnliche Ansicht wie Fig. 1, wobei zusätzlich Merkpfähle gezeigt sind.

Fig. 4

zeigt die Frontansicht des Prellbocks nach Fig. 3 in Richtung Pfeil 4.

Fig. 5

zeigt die Draufsicht auf die Anordnung nach Fig. 3 in Richtung Pfeil 5.

Fig. 6

zeigt die Einzelheit 6 nach Fig. 3.

Fig. 7

zeigt eine Einzelheit von Fig. 4.

Fig. 8

zeigt schematisch das Signalsystem des erfindungsgemäßen Über- wachungssystems.

Embodiments of the invention will be explained in more detail with reference to drawings.

Fig. 1

shows schematically the side view of a brake shoe with a system according to the invention.

Fig. 2

indicates the front view of the buffer Fig. 1 in the direction of arrow 2.

Fig. 3

shows a similar view as Fig. 1 In addition, Merkpfähle are shown.

Fig. 4

shows the front view of the buffer Fig. 3 in the direction of arrow 4.

Fig. 5

shows the top view of the arrangement Fig. 3 in the direction of arrow 5.

Fig. 6

shows the detail 6 after Fig. 3 ,

Fig. 7

shows a detail of Fig. 4 ,

Fig. 8

schematically shows the signal system of the monitoring system according to the invention.

In the Figures 1 and 2 is a frame 10 of a typical track brake bock indicated with a so-called push triangle 12 and an upper Traverse 14, at the buffer distance of the rail vehicles, not shown, buffers 16 and 18 are mounted. As in particular from Fig. 2 shows, the buffer is mounted on rails 20, 22, in particular on the rail heads, wherein brake elements 24 and 28 engage around the rail heads under tension and generate a braking torque when a vehicle drives onto the bumper shown. The sleepers on which the rails are mounted are indicated at 26. The attachment of the rails is conventional and will not be discussed further. For this example, screws 28, which are arranged on opposite sides of the respective rail foot.

Above the buffer 18, a signal panel 20 is arranged, as is well known. Behind the signal panel 20 (s. Fig. 1 ) is a transmitting device 22 is arranged. The transmitting device is used to generate an indication signal, which can be sent either wirelessly or by wire to a remote receiving device, not shown. The latter is located, for example, with the supplier of the buffer stop or in a place where monitoring and control processes of a railway system take place anyway. A solar cell 30, which is also connected to the push triangle, serves to supply power to a battery that is contained in the transmitting device 22.

In Fig. 2 is indicated at 32, a sensor which is connected in a manner not described in detail with the buffer. The sensor is eg a proximity sensor and aligned with a screw 28 on the inside of the rail 22. is the bouncer in a starting situation, as in the Figures 1 and 2 is shown, therefore, the sensor 32 is aligned with the screw 28. If, however, the shock triangle 12 in Fig. 1 shifted to the right, ie in the approach direction of the rail vehicle, not shown, sensor 32 leaves the screw 28, which leads to the generation of a signal for the transmitting device 22. This reports the displacement of the buffer 10 to the receiving device.

In the FIGS. 3 to 5 is essentially a similar buffer as in the Figures 1 and 2 shown. He will therefore, as far as the same parts as in the Figures 1 and 2 are provided with the same reference numerals.

The buffer after the FIGS. 3 to 5 is different from the one from the Figures 1 and 2 once by the fact that on the upper cross-beam, an intermediate buffer 32 is arranged in a known manner, above which a signal panel 34 is arranged. Another difference is the same or alternative attachment of a first sensor 34 attached to a lower cross member 36 of the buffer 10 and aligned with a marker 36 attachment 36. In Fig. 3 It can be seen that next to the first Merkpfahl 38 another Merkpfahl 40 is provided. Both are mounted on a plate 42 which is slid under the rail foot of the rail 22 and secured by means of the aforementioned attachment 36. The Merkpfähle 38, 40 have a distance from each other, which corresponds to the tolerance range by which the buffer 10 can be moved without retrieval measures are required. The sensor 34 is also in communicative communication with the transmitter 22. It detects when a shift of the buffer 10 against a predetermined point of the attachment 36 has taken place. A second sensor 44 is connected to a boom 46 of a retrieval device 48. At the return device 38 engages a pulling device (not shown), which the buffer from a pushed back position in the Withdraws original or original position. This movement is completed when a track resistant stop 50 is reached. At the stop 50, in turn, a sensor detection point is attached. The sensor thus recognizes when this point is left during the shift or is reached again on retrieval. The stop is in Fig. 6 more clearly. His attachment is not shown in detail. In Fig. 7 However, an attachment point 52 is shown for the stop 50, with which also a sensor can cooperate.

With the help of the system described can be determined whether the buffer 10 has its original position, it has left and beyond a tolerance range, which in the FIGS. 3 to 5 is defined by the Merkpfähle 38, 40 has been moved. This determination can be automatically determined at a remote location, so that at any time in this place there is the possibility to automatically monitor the buffer and a variety of bumpers on their condition. It is also possible to provide a display for drivers and operating personnel when generating a signal by the sensor or the sensors, for example by a flashing light, a horn or a mechanical folding signal. In particular, the maintenance of track closures can be more targeted and centralized and repair work can be done purposefully and promptly. The documentation for carrying out the work for the railway operations is simpler and more comprehensible and thus easier for users and supervisors.

In the foregoing description, only the application of a sensor will be described. It is understood that a position detection of the buffer can also be done with the help of one or more switches that are mounted on the buffer and in signal communication with the device. The switch can be actuated by an operating section, which is mounted without any ties or thresholds and does not hinder the displacement of the buffer at a brake block. In addition, be mentions that with braking buffers, a similar provision can be made to automatically indicate an invalid shift of the buffers.

The description of the drawing is limited to assigning a sensor to the buffer. It is understood that this can be mounted fixed to the track and the associated detection point on the buffer. For the function described, it is the same wherever the interacting components are mounted, as long as they determine a buffer stop in the desired sense.

In Fig. 8 is very schematically indicated the signal connection of the system shown. In the dashed block 58 are the transmitting device 22 with the solar cell 30 and the sensor 32. These components are, which is not shown here, connected to the buffer, which are moved in the direction of the double arrow 62 relative to the rail 22. Indicated at 64 is a signal connection from the transmitting device to a receiving device 60, which is set up at a remote location, for example at a location where maintenance and control measures for a railway installation converge.

Claims (14)

System for monitoring a track bump or buffer of a buffer, comprising: on the frame (10) of the buffer (10) or track-fixed, a sensor (32, 34, 44) or switch is attached, the sensor (32, 34, 44) or switch is communicatively connected to a transmission device (22) attached to the frame (12), at least one sensor detection point (28) or an operating portion for contact of the switch is mounted on the track or on the buffer stop, which is aligned in the original position of the buffer (10) to the sensor (32, 34, 44) or switch, wherein the sensor (32, 34, 44) or switch generates a switching signal and the transmitting device converts the switching signal into an indication signal for a remotely located receiving device when the sensor detection point leaves the detection range of the sensor (32, 34, 44) or the operating portion of the switch Contact of the switch actuates or leaves. System according to claim 1, characterized in that the sensor is a proximity sensor. System according to claim 1, characterized in that the sensor or switch near a rail on the frame and the sensor detection point or operating portion on the rail, preferably on the rail, on a Track sill or on the track-fixed stop for a return device on the frame is mounted. System according to one of claims 1 to 3, characterized in that the switch or the sensor (32, 34, 44) via a wire-connected or wireless connection to the transmitting device (22) is connected. System according to one of claims 1 to 4, characterized in that spaced in the track direction at least two sensor detection points or operating sections or sensors or switches are provided. System according to claim 5, characterized in that the distance between two sensor detection points or operating sections corresponds to the displacement tolerance of the buffer or the buffer. System according to one of claims 1 to 6, characterized in that Merkpfähle (38, 40) at the distance of the displacement tolerance of the buffer (10) on a rail (22) are attached and the sensor detection point or the operating portion is attached to the attachment of the first Merkpfahls , System according to claim 6 and 7, characterized in that the attachments for both Merkpfähle (38, 40) is associated with a sensor detection point or an operating portion. System according to one of claims 1 to 8, characterized in that the transmitting device (22) behind a reflective protection signal (20) for the buffer (10) is arranged. System according to one of claims 1 to 9, characterized in that the transmitting device (22) can be connected to a GSM network. System according to one of claims 1 to 10, characterized in that on the frame (12) an optical, acoustic and / or mechanical display device is mounted, which is connected either to the sensor or the switch or to the transmitting device. System according to claim 11, characterized in that the optical display device comprises a flashing light, the acoustic display device a signal horn or the mechanical display device has a mechanically hinged panel. System according to claim 8, characterized in that at least one Merkpfahl (38, 42) via a clamping device on the rail foot can be attached. System according to one of claims 1 to 13, characterized in that the transmitting device (22) for power supply comprises a battery and a solar cell (30) for charging the battery.

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