EP2982795A1 - Dispositif destiné au guidage de véhicules sur rails - Google Patents

Dispositif destiné au guidage de véhicules sur rails Download PDF

Info

Publication number
EP2982795A1
EP2982795A1 EP15180006.7A EP15180006A EP2982795A1 EP 2982795 A1 EP2982795 A1 EP 2982795A1 EP 15180006 A EP15180006 A EP 15180006A EP 2982795 A1 EP2982795 A1 EP 2982795A1
Authority
EP
European Patent Office
Prior art keywords
rail
guide
wheel
guide rail
running
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
EP15180006.7A
Other languages
German (de)
English (en)
Other versions
EP2982795B1 (fr
Inventor
Stefan Baiker
René Mark
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.)
Schweizerische Bundesbahnen SBB
Original Assignee
Schweizerische Bundesbahnen SBB
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 Schweizerische Bundesbahnen SBB filed Critical Schweizerische Bundesbahnen SBB
Priority to EP15180006.7A priority Critical patent/EP2982795B1/fr
Publication of EP2982795A1 publication Critical patent/EP2982795A1/fr
Application granted granted Critical
Publication of EP2982795B1 publication Critical patent/EP2982795B1/fr
Active legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Images

Classifications

    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B19/00—Protection of permanent way against development of dust or against the effect of wind, sun, frost, or corrosion; Means to reduce development of noise
    • E01B19/003—Means for reducing the development or propagation of noise
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B5/00—Rails; Guard rails; Distance-keeping means for them
    • E01B5/18—Guard rails; Connecting, fastening or adjusting means therefor
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B7/00—Switches; Crossings
    • E01B7/20—Safety means for switches, e.g. switch point protectors, auxiliary or guiding rail members

Definitions

  • the invention relates to a device for guiding rail vehicles, in particular in the area of curves within a track system, as well as a track system provided with at least one such device.
  • a railway wheel comprises a wheel hub, a wheel disc, and on the outer circumference of a wheel rim with a tread and a flange, which is arranged on one side of the tread and this projects radially.
  • the group of measures a) does not aim at the cause of the curve squeaking, but tries with great effort to dampen this.
  • the group of measures b), with which good results are achieved, causes a relatively high maintenance for the provision and release of lubricants and liquids, by means of which the curve squeaking can be prevented. Furthermore, the release of chemicals is environmentally undesirable.
  • DE3613073A1 discloses a Radlenker for placement on the inside of a running rail in the region of the heart of an intersection and turnout of a track system, with a guide flange, the free end of the running edge of the rail head facing leading edge, and with a mounting flange.
  • the wheel handle prevents wheelsets from rail vehicles in the center piece area - because of the lack of driving edge - to stray in the wrong direction and then derail.
  • the Radlenker is arranged at the continuous first track at the height of the heart, which interrupts the second track.
  • the first wheel of a wheel set is therefore guided by the first track and the Radlenker, while the second wheel of the wheel set within the heart floats in the air and is not out, so the wheelset would be moved against the heart, if the Radlenker would not exist.
  • the Radlenker becomes the first wheel however, preferably guided in such a way that its Radaufstandsrios coincides on the upper edge of the rail head of the first track rail with the vertical longitudinal center plane through the rail web.
  • Disclosed is an improved first link, in which the guide remains constant in the passage of a wheel, and a conventional second link, in which the guide changes greatly during the passage of the wheel.
  • the present invention is therefore an object of the invention to provide an improved device for guiding rail vehicles, in particular railway trains, in a track system and a track system with such a device.
  • a device for guiding rail vehicles to create, by means of the wear on the rolling stock and on the rails and disturbing noise developments, in particular the curve squeaking can be reduced.
  • the device should without vehicle-side modification, as possible without maintenance and regardless of the present Gleistopologie can be applied or used.
  • the inventive device should act on the causes that cause the wear and especially the curve squeaking, so that measures for damping the curve squeaking can be omitted.
  • the track system according to the invention should be able to be operated with reduced wear and reduced noise emissions.
  • the device which serves to guide rail vehicles in the area of curves of a track system, comprises two parallel run rails, on which vehicles can roll, which are provided with double-conical wheelsets, and at least one of which is connected to at least one guide device by means of a wheel of a wheelset is feasible.
  • the guide device extends along the rails and is designed such that a wheel passing through a wheel set detected and transversely to the direction in one or the other direction to a position displaceable or in a lane and in this lane is feasible, is reduced or canceled in both wheels of the wheelset of wheel slip.
  • the guide device is therefore designed such that wheelsets are forcibly deflected into a lane and guided in this lane, in which the wheel slip is reduced or canceled at both wheels of the wheel set and transverse displacements are avoided.
  • the guide device extends over a guide distance of at least 5m, preferably at least 5m - 50m or over a range of one to four fifths of the traversed curve and acts on this leadership strength on the guided wheelsets.
  • the device according to the invention therefore ensures that the assumed "force-free" steering of the speed-coupled wheels of a wheelset is forcibly guided.
  • the turning of the wheelsets is often not force-free or not, but is dependent on various factors, such as the condition of the rails and wheels, the inclination of the rail pair, the speed of the train and the acting traction forces and corresponding state changes.
  • the inclination of the rail pair, the driving speed and the traction forces which are usually reduced or increased, for example in stations, have a significant influence. Due to the changing driving speed also change the forces acting radially on the vehicle and thus on the wheelsets, which is why the turning of the double-conical wheelsets often does not run or not correct and in particular is not maintained stable.
  • both noise sources namely the disturbing wheel slip on the one hand and the unwanted transverse displacements are prevented by the wheel sets forcibly deflected into a lane and guided and held therein in which the wheel slip is reduced or canceled in both wheels of the wheelsets.
  • the inventive guide device does not shift the wheelsets alone, but serves as a guide and stabilizer.
  • the assumed "force-free" turning the wheelsets if not automatically, so with relatively little force by the guide device. If the steering into an ideal lane has taken place, the lane course of the wheel sets is maintained by means of the guide device. Querverschiebungen the wheelsets or a lurching of the bogies, which causes the disturbing curve squealing are avoided. The wheels are held in the area of the ideal lane after steering.
  • the guide device preferably comprises a guide rail extending along the associated running rail, by means of which a desired transverse displacement of the wheelsets is effected or supported and secured.
  • the guide rail preferably comprises a parallel region, along which the guide rail has a constant cross section, and adjoins, on at least one side, a retraction region along which the guide rail tapers.
  • the guide rail preferably has a guide profile which is adapted to the wheels, in particular to its wheel flange, which results in an advantageous contact surface between the guided wheel and the guide rail.
  • a contact area is provided which is smaller by a factor in the range of 1.5-5 than the contact surfaces which occur between the wheels and the rails. In this way, the occurring in the interaction between the guided wheel and the guide rail Friction reduced so much that disturbing noises or signs of wear are avoided.
  • the guide rail is mounted laterally displaceable relative to the running rail and displaceable by means of at least one drive unit.
  • the guide profile of the guide rail can be optionally positioned.
  • the operation of the guide rail can be traffic-dependent and, for example, be activated only for traffic in which a stop is provided in the curved area. For example, this makes it possible to immobilize rail vehicles which otherwise squeak into a station.
  • the guide device is not contacted.
  • the guideway is chosen such that from a driving speed of the rail vehicles, in which no disturbing noises more occur, a contact is omitted.
  • the guide device includes, for example, a drive in the embodiment of a points drive and a guide rail in the embodiment of a switch tongue.
  • the guide rail or switch tongue can thereby taper to its end.
  • the guide rail can be held by a plurality of spacer elements or drives in a fixed or selected by a control unit distance from the rail.
  • the guide device may also have a running device comprising a plurality of running elements acting on the wheelsets.
  • a running device comprising a plurality of running elements acting on the wheelsets.
  • the running device may for example have rotatably mounted balls, wheels or perpendicular to the associated running rail aligned roles.
  • the guide device comprises a guide rail and a running device, which complement each other.
  • the guide device comprises at least one guide rail and at least one running device.
  • the running device for example, the displacement or the turning of the wheel sets, which is secured by the guide rail.
  • the guide device integrally connected to the associated track and include extending along this track elements by means of which a desired transverse displacement of the wheelsets causes or supported and secured.
  • the rail network can be advantageously provided in the range of track curves with appropriately trained rails.
  • the guide device can guide the wheel rolling on the associated track rail by means of the guide rail, the running device or the track elements along a guide track against the track rail or away from the track rail.
  • the guide device can be acted on one or the other side of a wheel to achieve the desired shift.
  • the location of the displacement of the wheelsets in a relatively wide range can be selected.
  • a shift of the wheelsets already before or during the retraction into a curve done in such a way that a part of the required in the curve transverse displacement of the wheelset is anticipated.
  • Any noise caused by the one-time transverse displacement can thereby be gradually reduced on the one hand and shifted to the periphery of a station on the other hand.
  • any resulting wheel slip is not critical with regard to curve squeaking.
  • the lateral displacement or lateral displacement takes place gradually over an inlet region, whereby sudden larger lateral displacements, which cause the curve squeaking, are avoided. Subsequently, the wheels are guided by the guide device track true, so that further transverse displacements are omitted.
  • a guideway is selected in which the guide device is not stressed by fast moving rail vehicles.
  • the transverse displacement or lateral displacement of the wheel sets takes place by centrifugal forces.
  • Slow-moving rail vehicles where no sufficient centrifugal forces occur, however, are detected and guided by the guide device. In this way, there is a relief of the guide device or a load of the guide device only in cases where this is required.
  • the resulting camber should not exceed 180 mm, taking into account the settling in operation deviations. At maximum travel speeds, the overshoot is usually maximum. However, if a train pulls slowly into the curve or slows down in it, due to the increase or inclination of the railway train to be expected with unwanted sudden transverse displacements that are to be absorbed by the guide device.
  • the transverse displacement caused by the guide device is selected to be proportional to the cant.
  • the guide rail is not held firmly, but resilient.
  • the guide rail is connected by mounting elements with the running rail, the elastic elements, preferably comprise leaf springs.
  • the wheelsets are pressed at a constant pressure in the direction of the desired guideway.
  • the intended for the double-conical wheel set turning the wheelsets is supported by the elastically held guide rail.
  • the transverse displacement of the wheelsets towards the guideway and the holding in the guideway thus takes place elastically, whereby jumps or abruptly occurring interactions, which could burden the rolling stock, are avoided. Effects of the automatic and guided steering the wheelsets in the ideal lane and keeping the wheelsets in the ideal track complement each other therefore advantageous, which is why the guide device is only slightly loaded and can be dimensioned advantageously advantageous.
  • Fig. 1 shows a pair of rails S1, S2 a simple track system with two spaced apart by the track sw rails S1, S2, which run in a 90 ° curve.
  • Track systems according to the invention can be of arbitrarily complex design and include numerous tracks S1, S2, which are optionally interconnected by switches, and which are provided with devices according to the invention.
  • a double-conical wheel WS with wheels W1, W2 is placed on the pair of rails S1, S2, a double-conical wheel WS with wheels W1, W2 is placed.
  • a first guide rail F1 connected to the first rail S1 and a second guide rail F1 'connected to the second rail S2 are shown, which serve for the lateral guidance of the wheel set WS.
  • the lateral turning of the wheelset WS is effected such that no or only a slight wheel slip results during cornering. Further, the wheelset WS is held by means of the first guide rail F1 on the prescribed lane. After passing through the curve, the wheelset WS is again deflected or centered by means of the second guide rail F1 ', so that a transition to a centered position is ensured. The guided turning and deflecting or centering takes place gradually, so that sudden lateral shifts are excluded.
  • Fig. 1 shows a simple curve in which a constant turning or deflecting is sufficient.
  • the required lateral displacement or the amount of steering or deflection is preferably continuously adjusted to the curvature radius present in each case.
  • the at least one Guide rail F1, F1 ⁇ preferably at several points relative to the associated rail S1; S2 slidably mounted.
  • a horizontal or vertical displacement can be adjusted by means of a corresponding displacement device or holding device.
  • the horizontal displacement of a guide rail or a switch tongue is already known to the person skilled in the art of turnout technology.
  • Fig. 1 shows that the guide rails F1, F1 ⁇ can extend over wide areas of a curve.
  • the first guide rail F1 extends along about three quarters of the curve.
  • the second guide rail F1 'extends over a quarter of the curve.
  • the guide rail preferably extends in a range of one to four fifths of the associated curve. If necessary, the guide rail can also cover a smaller part of the curve or almost completely. So that no abrupt, but only gradual displacements take place, the guide rails preferably extends over several meters along the curve and preferably in the manner of a switch tongue, which tapers preferably on one side or on both sides towards the end.
  • the length of the guide rail is preferably selected as a function of the occurring travel speeds and is preferably at least 5 m. The length of the guide rails can be determined, for example, based on the curve radius.
  • the track width sw is the smallest distance of the rail heads of a rail pair.
  • the basic gauge of the gauge sw for the standard gauge is 1'435 mm. In bends with curve radii below 175 m, the gauge must not fall below certain values. Below curve radii with 100m to 125m, the gauge should be at least 1 ⁇ 445 mm.
  • Fig. 1 are the curve radii tr1, tr2 of the rails S1, S2 and the corresponding rail courses t1, t2 and the resulting track sw located. Further, the circle center M is located by which the pair of rails S1, S2 extends at an angle a of 90 °.
  • Track length t ⁇ 1 2 ⁇ ⁇ * tr ⁇ 1 * a / 360 ⁇ °
  • Track length t ⁇ 2 2 ⁇ ⁇ * tr ⁇ 2 * a / 360 ⁇ °
  • Track length t ⁇ 2 2 ⁇ ⁇ * tr ⁇ 1 + sw * a / 360 ⁇ °
  • the track length difference ds is thus dependent on the curve angle a and the track width.
  • the wheels W1, W2 at least approximately occupy and hold the intended rolling radii rx or ry within a curve with the support of the guide device or the guide rail F1.
  • the rolling radius ry of the outer wheel W2 must be greater, which is why there must be a displacement to the outside, which can not be effected by the acting centrifugal force FZ, especially when a train at low speed, for example, enters a station.
  • a supplementary manager FF is provided by the guide device.
  • the leader FF is the higher, the lower the centrifugal force FZ.
  • the wheelset WS remains held on or near the ideal track, so that no automatic transverse displacements occur, which could cause a curve squeal.
  • the guide FF and the centrifugal force FP thus overlap and cause the required lateral displacement of the wheel WS.
  • the leader FF is eliminated and only appears again when the wheelset WS deviates from the ideal lane.
  • the guide device according to the invention is therefore particularly valuable for sections with curves which are typically traversed slowly.
  • Fig. 2 shows the stored in the curve on the rails S1, S2 double-conical wheels WS of Fig. 1 ,
  • the two wheels W1, W2 each comprise a wheel rim with a running surface with an approximately conically extending profile wp and a wheel flange, which is arranged on the inner side of the running surface and projects radially beyond it.
  • the wheelset WS has been displaced laterally by the mass dy, so that the first wheel W1 flies with the rolling radius rx and the second wheel W2 with the rolling radius ry on the associated running track S1 or S2.
  • Fig. 3 shows the conical wheel profile wp of the two wheels W1, W2 of Fig. 3 according to DIN 5573.
  • the diagram shows examples of rolling radii rx, rm, ry, which occupy the wheels W1, W2 before and after a corresponding lateral displacement dy by the guide device. On a straight line, however, both wheels W1, W2 contact the rails S1, S2 with the middle rolling radius rm.
  • Fig. 4a shows the running rail S1 of Fig. 1 with the guide rail F1, by means of the wheelset WS was shifted to the right.
  • the guide rail F1 which has the shape of a guide rail or a guide beam, has a continuously tapered first part ft and a second part fp with a constant cross section.
  • the first wheel W1 rolling on the first running rail S1 gets into the sphere of influence of the first part ft of the guide rail F1, which widens steadily in the sequence and guides the wheel W1 aside.
  • the wheelset WS rolls along the second part fp of the guide rail F1 and is continued with the lateral displacement dy achieved.
  • the set rolling radius is therefore maintained throughout the cornering.
  • the load of the railway train is thereby further supported by the rails S1 and S2 and not taken up by the guide rail F1, which is designed accordingly, arranged and optionally adjusted.
  • the guide rail F1 is preferably formed and mounted such that the contact surface between the overlying wheel W1; W2 and the guide rail F1 always below the contact surface between the overlying wheel W1; W2 and the rail S1 is located.
  • the guide rail F1 has a guide profile adapted to the wheels W1, W2, in particular on its wheel flange, such that a contact surface between the guided wheel W1; W2 and the guide rail F1 results, which is preferably smaller by a factor in the range of 1.5-5 than the contact surfaces between the wheels W1, W2 and the rails S1, S2.
  • the guide rail F1 therefore preferably has a radius of curvature rfk in the area of contact with the wheels W which is smaller than the smallest radius of curvature rsk of the part of the rail head which can come into contact with the wheels W (see FIG Fig. 4b ).
  • the guide rail F1 can be firmly connected to the associated rail S1, optionally screwed directly to this or optionally held by a holding device adjustable. Alternatively or additionally, the guide rail F1 can be connected via at least one spring element P1, P2, P3 directly or indirectly to the associated running rail S1. In this way, the guide rail F1 can act gently on the wheelsets WS, whereby jumps and knocks are avoided. Transverse movements of the wheelsets and bogies are caught and damped. Regardless of the position in which the wheelsets WS reach the guide rail F1, they can be gently transferred to the ideal position. It is also essential that a wheelset WS, which is already close to the ideal line, can also be detected and guided at an early stage by the guide rail F1 displaced outwards by means of the spring elements P1, P2, P3.
  • the spring elements P1, P2, P3 are preferably provided in the retraction area and can be dimensioned differently.
  • the spring elements P1, P2, P3 have rising spring constants, so that the Force on the wheelsets WS while entering, for example, in a station steadily increasing.
  • Fig. 4a further shows a master computer L, which can access the guide rail F1 via a drive device LA, so that it can be put into an operating state and / or adjusted.
  • the drive device LA which is present for example in the embodiment of a points drive
  • the guide rail F1 can be moved laterally back and forth in this preferred embodiment.
  • the guide rail F1 is preferably locked by means of a possibly provided with a latch closure.
  • the guide device can therefore be in the configuration of a switch device which has a switch blade or guide rail driven by a switch drive.
  • a point machine with a point closure is eg in [6], WO2000 / 02759A1 disclosed.
  • the host computer L also has access to the traffic data and can control the guide rail F1 taking into account the data of the incoming rail vehicles and / or signals provided by sensors MF.
  • the master computer L can retract the guide rail F1, so that it can not act on the wheelsets WS.
  • the host computer L can drive the guide rail F1 in the operating position, so that the desired guidance of the wheelsets WS occurs.
  • various measurement data can be detected, which can be used to control the guide device.
  • the position of the wheels W1, W2 of the entering rail vehicle on the rails S1, S2 or the track position of the rail vehicle can be detected, after which the guide elements can be readjusted to optimally capture and guide the wheels W1, W2.
  • Particularly advantageous recorded kinematic data such as the speed and acceleration of the rail vehicle can be detected and used. If a railway train, which according to registered driving data should pass through a station quickly, arrives at a low speed, the master computer L can actuate the guide device accordingly.
  • sensors may be provided by means of which the weight of the rail vehicles is detected.
  • strain gauges are provided on the rails, by means of which the deflection can be measured, which is approximately proportional to the load. If a rail vehicle has a greater weight, it is to be expected with an earlier slipping, which is why the guide device is driven accordingly.
  • the drive unit is controlled as a function of the speed and / or the tracking of the incoming rail vehicles and / or depending on registered noise. In this way optimal results can be achieved while the interventions can be reduced, e.g. if the tracking is already optimal or no noise occurs.
  • Fig. 4b shows a connected to a running rail S1 guide rail F1, which has the shape of a switch tongue.
  • the guide rail F1 is shown symbolically Threaded rods GS1, GS2 connected to the web and the rail foot of the slide rail S1.
  • the threaded rods GS1, GS2 may be simple screws that are manually tightened and / or rotated to adjust the guide rail laterally and / or in height.
  • the at least one threaded rod GS1, GS2 can be further driven by a motor M1, M2 and rotated by a desired number of revolutions to automatically position and adjust the guide rail F1.
  • the guide rail F1 can be guided and held by guide rails.
  • the threaded rods GS1, GS2 and the motors M1, M2 are integrated, for example, in a dash-dotted line housing or in a holder, and form the drive device LA.
  • Inventive guide devices can be advantageously realized with existing switch blades. Furthermore, multi-part guide rails F1 can be used, which have, for example, a switch tongue at both ends.
  • Fig. 5 shows the wheelset WS from Fig. 2 which has been shifted to the left by means of a guiding device comprising a running device F2 with running elements LR.
  • the running elements LR are cylindrical rollers which are arranged along the running rail S1 and aligned perpendicularly to form a guide track fb, along which the wheels W of a wheelset WS can be guided in a desired direction.
  • the wheel W1 comes with its flange in contact with the running device F2 and is pressed by this against the running rail S1, that the wheel W1 rolls with the rolling radius ry on the running rail S1.
  • the wheel W1 can be displaced such that no friction occurs between the conveying device or the running device F2 and the guided wheel W1.
  • the Running device can for example have rotatably mounted balls, wheels or perpendicular to the associated track rail aligned roles. Self-lubricating bearing devices are preferably used.
  • Fig. 6a shows the mounted on the straight rails S1, S2 Wheels WS of Fig. 2 after the self-centering, according to which both wheels W1, W2 roll with the same mean rolling radius rm on the associated track S1, S2.
  • Fig. 6b shows the by means of guide elements F3, F4 shifted to the right wheelset WS of Fig. 6a rolling on the rails S1, S2 in a curved section.
  • the first running rail S1 has a rail head extended to the right.
  • the extension F3 forming the guide element corresponds functionally to the guide rail F1 and may have similar dimensions.
  • the second rail S2 has a rail-shaped guide element F4, which is connected below the rail head with the web of the second rail S2.
  • the guide element F4 engages from the outside to the wheel flange of the mounted wheel W2 and leads this against the second rail S2.
  • the first wheel W1 thus rests on the first track S1 with the smaller rolling radius rx.
  • the second wheel W2 rests on the second running rail S2 with the larger rolling radius ry.
  • the two guide elements F3 and F4 are preferably integrally connected to the associated running rail S1 or S2, thereby eliminating further assembly work.
  • the at least one guide device is thus a tensile force or a thrust force on the wheelsets WS transferable to achieve the desired shift dy.
  • the first rail S1 of Fig. 1 at the curve entrance with a first guide rail F1 by means of which a pioneering from the first track S1 thrust force is exerted on the wheelsets WS, and provided at the curve exit with a second guide rail F1 ⁇ , by means of a directed against the first rail S1 tensile force on the wheelsets WS is exercised.
  • the guide devices can therefore optionally be connected only with one or, for example, varied, with both rails S1, S2.

Landscapes

  • Engineering & Computer Science (AREA)
  • Architecture (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
  • Mechanical Engineering (AREA)
  • Platform Screen Doors And Railroad Systems (AREA)
EP15180006.7A 2014-08-06 2015-08-06 Dispositif destiné au guidage de véhicules sur rails Active EP2982795B1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
EP15180006.7A EP2982795B1 (fr) 2014-08-06 2015-08-06 Dispositif destiné au guidage de véhicules sur rails

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
EP14180111.8A EP2982794A1 (fr) 2014-08-06 2014-08-06 Dispositif destiné au guidage de véhicules sur rails
EP15180006.7A EP2982795B1 (fr) 2014-08-06 2015-08-06 Dispositif destiné au guidage de véhicules sur rails

Publications (2)

Publication Number Publication Date
EP2982795A1 true EP2982795A1 (fr) 2016-02-10
EP2982795B1 EP2982795B1 (fr) 2018-06-20

Family

ID=51266197

Family Applications (2)

Application Number Title Priority Date Filing Date
EP14180111.8A Withdrawn EP2982794A1 (fr) 2014-08-06 2014-08-06 Dispositif destiné au guidage de véhicules sur rails
EP15180006.7A Active EP2982795B1 (fr) 2014-08-06 2015-08-06 Dispositif destiné au guidage de véhicules sur rails

Family Applications Before (1)

Application Number Title Priority Date Filing Date
EP14180111.8A Withdrawn EP2982794A1 (fr) 2014-08-06 2014-08-06 Dispositif destiné au guidage de véhicules sur rails

Country Status (1)

Country Link
EP (2) EP2982794A1 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN107789847A (zh) * 2017-12-02 2018-03-13 杭州俊士铁路设备有限公司 轨道小火车自动喷水降噪装置

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2470662A (en) * 1944-06-07 1949-05-17 American Brake Shoe Co Guardrail assembly for railroad track equipment
DE3613073A1 (de) 1986-04-18 1987-10-29 Schwihag Gmbh Radlenker fuer kreuzungen und weichen fuer eisenbahn-gleisanlagen
WO2000002759A1 (fr) 1998-07-09 2000-01-20 Siemens Schweiz Ag Dispositif de fermeture
DE19834587C1 (de) 1998-07-31 2000-04-20 Siemens Ag Verfahren und Vorrichtung zur Detektion eines Risses in einem Eisenbahnrad

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2470662A (en) * 1944-06-07 1949-05-17 American Brake Shoe Co Guardrail assembly for railroad track equipment
DE3613073A1 (de) 1986-04-18 1987-10-29 Schwihag Gmbh Radlenker fuer kreuzungen und weichen fuer eisenbahn-gleisanlagen
WO2000002759A1 (fr) 1998-07-09 2000-01-20 Siemens Schweiz Ag Dispositif de fermeture
DE19834587C1 (de) 1998-07-31 2000-04-20 Siemens Ag Verfahren und Vorrichtung zur Detektion eines Risses in einem Eisenbahnrad

Non-Patent Citations (5)

* Cited by examiner, † Cited by third party
Title
"Eisenbahnbau- und -betriebsverordnung - EisbBBV", DEUTSCHES BUNDESRECHT, VERORDNUNG ÜBER DEN BAU UND BETRIEB VON EISENBAHNEN, 11 July 2014 (2014-07-11)
DEUTSCHES BUNDESRECHT: "Eisenbahnbau- und - betriebsverordnung - EisbBBV", VERORDNUNG ÜBER DEN BAU UND BETRIEB VON EISENBAHNEN, 11 July 2007 (2007-07-11)
LOTHAR FENDRICH: "Handbuch Eisenbahninfrastruktur", 2007, SPRINGER VERLAG
LOTHAR FENDRICH: "Handbuch Eisenbahninfrastruktur", 2007, SPRINGER VERLAG, pages: 378
YACIN BEN OTHMAN, KURVENQUIETSCHEN: UNTERSUCHUNG DES QUIETSCHVORGANGS UND WEGE DER MINDERUNG, 2009

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN107789847A (zh) * 2017-12-02 2018-03-13 杭州俊士铁路设备有限公司 轨道小火车自动喷水降噪装置

Also Published As

Publication number Publication date
EP2982795B1 (fr) 2018-06-20
EP2982794A1 (fr) 2016-02-10

Similar Documents

Publication Publication Date Title
EP2501599B1 (fr) Procédé de surveillance de l'état d'au moins un bogie de véhicule ferroviaire présentant un jeu de roues
EP3580393B1 (fr) Procédé et véhicule de voie ferrée de détection sans contact de la géométrie d'une voie ferrée
EP3031693A1 (fr) Châssis à écartement forcé pour un véhicule sur rail et véhicule sur rail doté d'un tel châssis
EP2943387A1 (fr) Marchepied à trois points de support destiné à un véhicule ferroviaire ou à un véhicule automobile
EP2949523B1 (fr) Frein de sécurité indépendant du poids
EP2548783A2 (fr) Détection de collision pour véhicule
EP1875028B1 (fr) Procede pour faire fonctionner un dispositif de commande destine a une porte, et dispositif de commande correspondant
CH714596A1 (de) Messvorrichtung zum Erfassen von Messwerten zur Messung einer Zugspannung in einem Fördersystem, sowie Fördereinheit und Förderanlage.
EP3365652B1 (fr) Dispositif et procédé d'étalonnage et/ou de réglage de dispositifs de mesure de forces dynamiques
EP2347941B1 (fr) Dispositif de mesure destiné au contrôle matériel de rails posés sur la voie
DE102006001540B3 (de) Verfahren und einer Einrichtung zur Zustandsüberwachung von Radsätzen oder Drehgestellen eines Schienenfahrzeugs
EP2982795B1 (fr) Dispositif destiné au guidage de véhicules sur rails
EP1317369B1 (fr) Procede et dispositif pour surveiller les defaillances de composants de vehicules sur rails
DE102004012167B4 (de) Verfahren zur Ermittlung des Raddurchmessers von Rädern von Schienenfahrzeugen, insbesondere von Güterwagen, sowie eine Schwerkraftablaufanlage unter Anwendung des Verfahrens
EP2701962A1 (fr) Véhicule ferroviaire doté d'un dispositif de surveillance de boîte chaude
EP2990294B1 (fr) Dispositif et procédé de commande de suspension pour véhicules ferroviaires
DE102016218839A1 (de) Balkengleisbremsensteuerung
WO2007036812A2 (fr) Procede et dispositif permettant de faire ralentir des avions
DE102012111320B3 (de) Vorrichtung zur Spurführung von auf Schienen beweglichen Geräten und/oder Maschinen
DE102004012169A1 (de) Verfahren zur Kalibrierung einer Messanordnung zur Ermittlung des Durchmessers der Räder von Schienenfahrzeugen, insbesondere von Güterwagen, sowie eine Schwerkraftablaufanlage unter Anwendung des Verfahrens
DE10009156C1 (de) Verfahren und Vorrichtung zum Ermitteln der Eigenschaften der Radfederung eines Drehgestells von Schienenfahrzeugen
DE102010019618A1 (de) Vorrichtung und Verfahren zur Bestimmung der Welligkeit von Oberflächen
DE102004012168B4 (de) Verfahren zur Kalibrierung einer Messanordnung zur Ermittlung des Durchmessers der Räder von Schienenfahrzeugen, insbesondre von Güterwagen, sowie eine Schwerkraftablaufanlage unter Anwendung des Verfahrens
DE112017001971B4 (de) System, verfahren und vorrichtung zum aufrechterhalten eines mindestlichtraums zwischen zug und eisenbahnstruktur
DE10245149A1 (de) Bremse und Verfahren zur Regelung der Bremskraft einer Bremse

Legal Events

Date Code Title Description
PUAI Public reference made under article 153(3) epc to a published international application that has entered the european phase

Free format text: ORIGINAL CODE: 0009012

AK Designated contracting states

Kind code of ref document: A1

Designated state(s): AL AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HR HU IE IS IT LI LT LU LV MC MK MT NL NO PL PT RO RS SE SI SK SM TR

AX Request for extension of the european patent

Extension state: BA ME

17P Request for examination filed

Effective date: 20160810

RBV Designated contracting states (corrected)

Designated state(s): AL AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HR HU IE IS IT LI LT LU LV MC MK MT NL NO PL PT RO RS SE SI SK SM TR

RIC1 Information provided on ipc code assigned before grant

Ipc: E01B 7/20 20060101ALI20170516BHEP

Ipc: E01B 5/14 20060101ALI20170516BHEP

Ipc: E01B 5/18 20060101ALI20170516BHEP

Ipc: E01B 19/00 20060101AFI20170516BHEP

17Q First examination report despatched

Effective date: 20170613

GRAP Despatch of communication of intention to grant a patent

Free format text: ORIGINAL CODE: EPIDOSNIGR1

INTG Intention to grant announced

Effective date: 20180411

GRAS Grant fee paid

Free format text: ORIGINAL CODE: EPIDOSNIGR3

GRAA (expected) grant

Free format text: ORIGINAL CODE: 0009210

AK Designated contracting states

Kind code of ref document: B1

Designated state(s): AL AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HR HU IE IS IT LI LT LU LV MC MK MT NL NO PL PT RO RS SE SI SK SM TR

REG Reference to a national code

Ref country code: GB

Ref legal event code: FG4D

Free format text: NOT ENGLISH

REG Reference to a national code

Ref country code: IE

Ref legal event code: FG4D

Free format text: LANGUAGE OF EP DOCUMENT: GERMAN

REG Reference to a national code

Ref country code: AT

Ref legal event code: REF

Ref document number: 1010693

Country of ref document: AT

Kind code of ref document: T

Effective date: 20180715

REG Reference to a national code

Ref country code: DE

Ref legal event code: R096

Ref document number: 502015004738

Country of ref document: DE

REG Reference to a national code

Ref country code: CH

Ref legal event code: NV

Representative=s name: PETER RUTZ, CH

REG Reference to a national code

Ref country code: FR

Ref legal event code: PLFP

Year of fee payment: 4

REG Reference to a national code

Ref country code: CH

Ref legal event code: PCAR

Free format text: NEW ADDRESS: ALPENSTRASSE 14 POSTFACH 7627, 6302 ZUG (CH)

REG Reference to a national code

Ref country code: NL

Ref legal event code: MP

Effective date: 20180620

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: NO

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20180920

Ref country code: FI

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20180620

Ref country code: BG

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20180920

Ref country code: LT

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20180620

Ref country code: SE

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20180620

REG Reference to a national code

Ref country code: LT

Ref legal event code: MG4D

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: LV

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20180620

Ref country code: HR

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20180620

Ref country code: RS

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20180620

Ref country code: GR

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20180921

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: NL

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20180620

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: SK

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20180620

Ref country code: PL

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20180620

Ref country code: RO

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20180620

Ref country code: CZ

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20180620

Ref country code: EE

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20180620

Ref country code: IS

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20181020

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: SM

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20180620

Ref country code: ES

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20180620

REG Reference to a national code

Ref country code: DE

Ref legal event code: R097

Ref document number: 502015004738

Country of ref document: DE

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: MC

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20180620

PLBE No opposition filed within time limit

Free format text: ORIGINAL CODE: 0009261

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: NO OPPOSITION FILED WITHIN TIME LIMIT

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: LU

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20180806

REG Reference to a national code

Ref country code: BE

Ref legal event code: MM

Effective date: 20180831

26N No opposition filed

Effective date: 20190321

REG Reference to a national code

Ref country code: IE

Ref legal event code: MM4A

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: DK

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20180620

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: IE

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20180806

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: SI

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20180620

Ref country code: BE

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20180831

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: AL

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20180620

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: MT

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20180620

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: TR

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20180620

GBPC Gb: european patent ceased through non-payment of renewal fee

Effective date: 20190806

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: PT

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20180620

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: HU

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT; INVALID AB INITIO

Effective date: 20150806

Ref country code: MK

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20180620

Ref country code: CY

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20180620

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: GB

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20190806

P01 Opt-out of the competence of the unified patent court (upc) registered

Effective date: 20230529

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: IT

Payment date: 20230825

Year of fee payment: 9

Ref country code: CH

Payment date: 20230902

Year of fee payment: 9

Ref country code: AT

Payment date: 20230822

Year of fee payment: 9

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: FR

Payment date: 20230824

Year of fee payment: 9

Ref country code: DE

Payment date: 20230821

Year of fee payment: 9