EP3330152B1 - Véhicule sur rails motorisé pour l'inspection d'un tronçon de voie - Google Patents

Véhicule sur rails motorisé pour l'inspection d'un tronçon de voie Download PDF

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Publication number
EP3330152B1
EP3330152B1 EP16202009.3A EP16202009A EP3330152B1 EP 3330152 B1 EP3330152 B1 EP 3330152B1 EP 16202009 A EP16202009 A EP 16202009A EP 3330152 B1 EP3330152 B1 EP 3330152B1
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EP
European Patent Office
Prior art keywords
vehicle
longitudinal
wheels
longitudinal arms
arms
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EP16202009.3A
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German (de)
English (en)
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EP3330152A1 (fr
Inventor
Matteo Maria MONTINI
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Schweizerische Bundesbahnen SBB
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Schweizerische Bundesbahnen SBB
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Priority to EP16202009.3A priority Critical patent/EP3330152B1/fr
Publication of EP3330152A1 publication Critical patent/EP3330152A1/fr
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D15/00—Other railway vehicles, e.g. scaffold cars; Adaptations of vehicles for use on railways
    • B61D15/08—Railway inspection trolleys
    • B61D15/12—Railway inspection trolleys power propelled

Definitions

  • the present invention relates to a motor-driven rail vehicle which can be used for the inspection of a section of a railway network.
  • a motorized rail vehicle by means of which a section of a railroad network can be traveled, is, for example, from DE2941988A1 known.
  • the rail vehicle described there is used to transport several people and tools and is not very suitable for inspecting the rail network alone.
  • the rail vehicle is heavy and is used in the manner of conventional rail vehicles. When driving over a section of the route, this must be blocked until the rail vehicle has driven on the section of the route and has moved onto a siding. This results in a high level of effort for the operation and maintenance of the rail vehicle as well as demands on the infrastructure for providing parking facilities on sidings. If route sections are to be traveled that are far apart, the rail vehicle must drive on a connecting route which, meanwhile, must be closed to other traffic.
  • a further disadvantage is that the tracks being driven on cannot be overlooked from the rail vehicle, so that the inspection of the tracks may not deliver the desired results. The high cost of manufacturing the rail vehicle must also be taken into account.
  • an inspection vehicle which comprises a foldable frame.
  • the present invention is therefore based on the object of creating an improved motorized rail vehicle, which can be used advantageously for the inspection of tracks.
  • the rail vehicle should be able to be produced with little effort and have a low weight and small dimensions so that it can be easily manipulated by the users and used flexibly.
  • the rail vehicle should not require any resources from the infrastructure and should also be easy to transport over long distances without burdening the rail network.
  • the rail vehicle should also take up little space in the rest position. Furthermore, the rail vehicle should be able to be put into operation and taken out of operation at any location with little effort.
  • the rail vehicle should also be adaptable to the users so that they can easily perform their tasks.
  • the rail vehicle should enable users to have an optimal view of the tracks being used, so that defects in the route section can be reliably identified.
  • the rail vehicle should also be able to be operated without an undesired interaction with the train protection system resulting or without undesired switching processes or messages being triggered that could burden or disrupt further rail traffic.
  • the rail vehicle which can be moved on the rails of a railroad network, comprises a chassis on which at least one seat is arranged and which includes Front wheels and rear wheels is provided, at least one of which is coupled to a drive motor.
  • a vehicle center part which is rotatably connected at the front about a first hinge axis to a vehicle front part which is provided with the front wheels, and which is rotatably connected at the rear about a second hinge axis to a vehicle rear part which is provided with the rear wheels, so that the The front part of the vehicle and the rear part of the vehicle are rotatable and lockable each in a first end position for travel on rails apart against the rails and are not rotatable and preferably fixable against each other in a second end position for transport.
  • Rail vehicles constructed according to the invention can be constructed in a simple manner and with little material expenditure, so that they only have a low weight. In order to reduce the weight of the rail vehicle, light and stable materials such as plastics and / or light metals are preferably used. The rail vehicle can also be manufactured with very small dimensions.
  • the vehicle center part is preferably provided with a frame structure which has a front cross member and a rear cross member which are connected to one another on both sides by a longitudinal member.
  • the front cross member which is preferably aligned coaxially to the first hinge axis and perpendicular to the railroad tracks being used
  • the rear cross member which is preferably aligned coaxially to the second hinge axis and perpendicular to the railroad tracks being used
  • the two longitudinal members which are preferably parallel to the railroad tracks are aligned, preferably form a rectangular frame structure that is only light in weight having.
  • At least two seats can be mounted on the middle part of the vehicle, preferably slidable and adjustable in inclination.
  • a control device can be mounted on the vehicle center part which allows the vehicle elements, in particular the drive motor and the provided light sources, to be switched on, switched off and controlled as required.
  • the control unit which is preferably mounted between two installed seats, can also be assigned a power supply unit, e.g. includes rechargeable lithium polymer batteries.
  • power supply unit e.g. includes rechargeable lithium polymer batteries.
  • support profiles can advantageously be connected to the two cross members.
  • a system box can be connected to the two cross members to accommodate the control device and the power supply unit.
  • the vehicle front part preferably comprises two front longitudinal arms, which are connected to one another at the front by a front axle provided with the front wheels and which are rotatably connected to the vehicle center part at the rear on the first hinge axle, preferably each with a facing end piece of the associated longitudinal member.
  • the rear part of the vehicle preferably comprises two rear longitudinal arms, which are connected to one another at the rear by a rear axle provided with the rear wheels, and which are rotatably connected to the front of the second hinge axle with the vehicle center part, preferably each with a facing end piece of the associated longitudinal member. It is provided that the front longitudinal arms and the rear longitudinal arms can be fixed at least in the first end position.
  • the chassis can be manufactured with minimal weight. It is preferably provided that a front longitudinal arm and a rear longitudinal arm each form a symmetrical or asymmetrical arch structure in the first end position.
  • the middle part of the vehicle is therefore held in an elevated position on both sides by an arched structure. It is advantageous to dispense with further structural elements that serve to raise the middle part of the vehicle.
  • the length of the longitudinal arms is preferably selected according to the size of the user.
  • the length of the front longitudinal arms is preferably selected so that the user can comfortably place his feet on a footrest which is mounted on the front axle.
  • the rear longitudinal arms can be made correspondingly shorter.
  • An adjustment can also preferably be made by moving the seats.
  • the longitudinal arms preferably consist of a T-profile or a double-T-profile, the vertically aligned middle plate of which is perforated in order to further reduce the weight.
  • the longitudinal arms can be connected to the vehicle center part in different ways and preferably fixed in different end positions.
  • the vehicle front part comprises two front longitudinal arms, each provided with one of the front wheels and rotatably connected to the vehicle center part at the first joint axis in such a way that an exposed end piece of each front longitudinal arm projects beyond the first joint axis and forms a front coupling lever
  • the vehicle rear part comprises two rear longitudinal arms which are each provided with one of the rear wheels and are rotatably connected to the vehicle center part at the second hinge axis in such a way that an exposed end piece of each rear longitudinal arm projects beyond the second hinge axis and a rear coupling lever forms and that the front coupling levers and the rear coupling levers can be connected and fixed with one another in the first end position.
  • the front coupling levers and the rear coupling levers preferably comprise front and rear coupling pieces with a front and rear coupling opening at the ends facing each other, which in the first end position are coaxially aligned with each other and can be pierced in pairs by a locking bolt.
  • the coupling pieces are preferably designed to be complementary to one another, so that they can overlap one another, while the associated front longitudinal arm and the rear longitudinal arm are aligned in one plane.
  • Each locking bolt is preferably also held in a receiving opening of the associated longitudinal member of the vehicle center part.
  • the front and rear longitudinal arms are therefore each held in a stable manner at three points.
  • the longitudinal members of the vehicle center part preferably each comprise a first and a second longitudinal plate which, spaced apart from one another, are aligned parallel to one another and are connected to one another by connecting elements.
  • a front bearing shaft, around which the assigned front longitudinal arm is rotatable, and a rear bearing shaft, around which the rear longitudinal arm is rotatable, are preferably arranged between the two longitudinal plates, preferably in such a way that the end pieces of the front longitudinal arms and the rear longitudinal arms or the coupling levers are rotatable between the first and second longitudinal plate.
  • the two side members therefore take the End pieces of the associated front and rear longitudinal arms and are thereby reinforced.
  • the load of the load is therefore taken up jointly by the longitudinal members and the stable longitudinal arms, which is why the chassis has a simple but particularly stable structure.
  • the longitudinal members of the vehicle center part preferably the first and / or second longitudinal plate, preferably each have a receiving opening which, in the first end position of the front coupling lever and the rear coupling lever, are aligned coaxially to the coupling openings of the coupling piece and can be pierced by the locking bolt.
  • the front longitudinal arms and the rear longitudinal arms each on the end piece facing away from the vehicle center part with the front wheels or the rear wheels and on the end piece facing the vehicle center part or the front or rear coupling lever with a front support element or rear support element are provided.
  • the front longitudinal arms and the rear longitudinal arms can be rotated in such a way that in the first end position the front wheels and rear wheels and in the second end position the front support elements and the rear support elements can be supported on the rails without the vehicle center section having to be rotated.
  • the front support elements and the rear support elements are preferably also designed as rollers or wheels.
  • locking bolts can be used, which form a stop and prevent the front and rear longitudinal arms from turning back.
  • the rail vehicle can therefore be built up stably with a minimal weight.
  • Rail vehicles with a weight of less than 50 kg can be implemented. Due to its low weight, the rail vehicle can be lifted by two people and placed on the rails and removed again.
  • the rail vehicle can be unfolded and folded up so that it can either be used for operation or stored in a space-saving manner as required.
  • the rail vehicle can be folded, that is to say with the front and rear longitudinal arms in the second end position, placed on the rails and unfolded, the front and rear longitudinal arms being rotated and fixed in the first end position.
  • the support elements face the rails.
  • the folded rail vehicle can be conveniently supported on the rails with the support elements.
  • the locking bolts can be removed and the front and rear longitudinal arms can be easily twisted apart until the front and rear wheels are in contact with the rails.
  • This rotation is particularly easy if the support elements are designed as wheels and can thus be moved along the rails without friction.
  • the front wheels, the rear wheels and the support elements therefore rest against the rails in an intermediate layer.
  • the middle part of the vehicle is gripped and raised until the front and rear longitudinal arms reach the first end position and can be fixed by means of the locking bolts.
  • the establishment of the operational readiness of the rail vehicle on the rails can therefore be done quickly with a few movements and minimal effort.
  • the rail vehicle can therefore be put on the rails by two people within less than a minute and removed from the rails even faster and e.g. be deposited in a station wagon, delivery van or pick-up.
  • the rail vehicle Due to its low weight, the rail vehicle can also be operated with little energy consumption. With one charge of a medium-sized battery, journeys of up to 25 km are possible, which is why longer sections of the railway network can be inspected without recharging.
  • the drive motor When driving downhill, the drive motor is operated as a generator so that energy can be recovered and stored again in the accumulators.
  • the drive motor can advantageously be connected to the front part of the vehicle, preferably at least one of the front longitudinal arms, and coupled directly or via a drive belt to the front axle or at least one of the front wheels. Even more advantageously, the drive motor is connected to the rear part of the vehicle, preferably at least one of the rear longitudinal arms, and coupled directly or via a drive belt to the rear axle or at least one of the rear wheels. In the second case, the legroom of the user, whose feet are supported on the front axle, is not impaired. Of course, it is also possible to install the electric motor on the middle section.
  • the preferred installation on the front part of the vehicle or the rear part of the vehicle allows simple and constant coupling with the driven wheels, for example preferably via a light and low-noise drive belt or also via a drive chain. It is also possible to mount at least one drive motor in such a way that its motor shaft simultaneously forms the wheel axle or wheel shaft which is connected to one of the wheels in a rotationally fixed manner.
  • the rear axle is preferably a traverse in this case used, which connects the two front longitudinal arms or the two rear longitudinal arms with each other.
  • the front wheels and the rear wheels and preferably also the front support elements and the rear support elements are made of an electrically insulating and robust material such as Teflon.
  • Teflon an electrically insulating and robust material
  • This measure not only results in a weight reduction and increased running smoothness, but also a decoupling from the train protection system, which monitors track circuits that are used to automatically report that track sections are free and occupied.
  • train protection system which monitors track circuits that are used to automatically report that track sections are free and occupied.
  • mutually insulated rails of the track are included in a circuit in which the difference in resistance or impedance between the two rails is measured and evaluated when the track is free or occupied. As soon as a set of wheels of a train passes the isolated joints, the circuit is closed and the occupancy of the section of the route is registered.
  • such processes should be able to be avoided in order to avoid a blockage, for example of the route section, when the rail vehicle according to the invention drives over an isolated junction. This is avoided by using electrically insulating impellers.
  • the route section is secured in a different manner during the operation of the rail vehicle according to the invention.
  • the chassis which preferably includes the front longitudinal arms, the rear longitudinal arms, the front axle, the rear axle and the frame structure of the vehicle center part with the front cross member, the rear cross member and the longitudinal members, is wholly or partially made of a non-ferromagnetic material such as aluminum, Titanium, carbon, an aluminum alloy, or a titanium alloy, and / or a plastic, which at the same time have a low specific weight.
  • a non-ferromagnetic material such as aluminum, Titanium, carbon, an aluminum alloy, or a titanium alloy, and / or a plastic, which at the same time have a low specific weight.
  • the rail vehicle according to the invention is preferably used by two people who control the rail vehicle, inspect the rails on which it is traveling and, if necessary, maintain communication with the control center.
  • two seats are arranged on the vehicle center part, which are preferably movable back and forth along a support profile and, if necessary, adjustable in inclination.
  • the rail vehicle according to the invention can therefore advantageously be adapted to the different statures of the user personnel.
  • a control device which is preferably connected to the power supply unit, is preferably arranged on the middle part of the vehicle, optionally between the two seats.
  • Control processes, measurement processes and / or communication processes with the control center can preferably be carried out automatically by means of the control device.
  • the drive motor, headlights, acoustic signal generators and signal lights can preferably be controlled.
  • sensors are provided which measure the condition of the route section being traveled on and transmit corresponding control signals to the control device. These processes can be carried out semi-automatically or automatically, so that the users are supported during the inspection. Fully automatic operation is also possible, in which the rail vehicle according to the invention is driven remotely over a section of track to be tested and measurement data is stored or transmitted online.
  • Fig. 1a shows a rail vehicle 10 according to the invention guided on rails 9 from the front.
  • Figure 1b shows the rail vehicle 10 from behind and
  • Figure 1c shows the rail vehicle 10 from below.
  • the rail vehicle 10 has a chassis on which two seats 6 and a system box 88 between them are arranged, the top side of which forms a center console of the rail vehicle 10 and has an operating and display device 81.
  • a control device 8 and the power supply unit are arranged in the system box 88, by means of which electrical devices such as the drive motor 5, headlights 71 fastened above the seats 6, headlights 72 provided on the front or rear, and signal lamps 73 and possibly acoustic signal generators can be controlled with electricity by means of the control device 8 are supplied.
  • the status of the rail vehicle 10, for example the charge level of the accumulators, is displayed on the operating and display device 81, which has, for example, switches and a joystick in order to switch and control the electrical devices 8, 72, 73, ....
  • the operating and display device 81 can also be a personal computer which is equipped with a touch panel and is connected to the electrical devices 8, 72, 73,... Through interface modules.
  • the control device 8 can be programmed via the operating and display unit 81 in order to define operating sequences and operating parameters. If the control device 8 has communication means, the rail vehicle 10 can also be controlled remotely.
  • the rail vehicle 10 can also be equipped with any desired sensors and cameras, the signals and data of which are recorded by the control device 8 and optionally transmitted wirelessly to a control center, from which the rail vehicle 10 is optionally remote-controlled. Sensors can also support users while driving and report irregularities such as track disruptions. Furthermore, sensors can be used which serve to secure the driving operation.
  • the chassis which is described in more detail below, is provided with front wheels 27 and rear wheels 37 which are guided on rails 9 and which are coupled to a drive motor 5.
  • the inventive rail vehicle 10 which is shown in Fig. 1 in Fig. 1a is shown in the operational state, comprises a vehicle center part 1, which is rotatably connected at the front about a first hinge axis x12 to a vehicle front part 2, which is provided with the front wheels 27, and which is rotatably connected at the rear about a second hinge axis x13 to a vehicle rear part 3, which is provided with the rear wheels 37.
  • the two joint axes x12 and x13 are spaced from one another approximately by the length of the seats 6 and are aligned parallel to one another.
  • the front part of the vehicle 2 and the rear part of the vehicle: 3 can thus each be rotated and locked in a first end position for the journey on the rails 9 apart against the rails 9, as shown in FIG Fig. 1a is shown.
  • the front part of the vehicle 2 and the rear part of the vehicle: 3 can each be rotated and fixed in a second end position relative to one another, as shown in FIG Fig. 5 is shown.
  • the rail vehicle 10 can be grasped using handles 17, 18, 19 (see FIG Figure 1c and Fig.
  • Fig. 5 shows that the folded rail vehicle 10 has approximately the dimensions of a bench and can therefore also be stored in smaller commercial vehicles without any problems.
  • the vehicle center part 1 preferably has corresponding means on both sides, namely one Locking bolts 41 and two locking bolts 42, as shown in FIG Fig. 5 is shown.
  • the vehicle center part 1 comprises a frame structure with a front cross member 12 which is aligned coaxially to the first hinge axis x12, and a rear cross member 13 which is aligned coaxially to the second hinge axis x13.
  • the two front and rear transverse girders 12, 13 aligned perpendicular to the tracks 9 are connected to one another on both sides by a longitudinal girder 11, which are aligned parallel to the tracks 9.
  • the vehicle front part: 2 comprises two front longitudinal arms 21 which are connected to one another at the front by a front axle 22 provided with front wheels 27 and which are rotatably connected at the first joint axis x12 to the vehicle center part 1 or each to a facing end piece of the associated longitudinal member 11.
  • the vehicle rear part 3 comprises two rear longitudinal arms 31, which are connected to one another at the rear by a rear axle 32 provided with rear wheels 37, and which are rotatably connected on the second joint axis x13 to the vehicle center part 1 or each with a facing end piece of the associated longitudinal member 11.
  • a front longitudinal arm 21 and a rear longitudinal arm 31, which can be locked in both end positions by means of the associated locking bolts 41 and locking bolts 42, are aligned in one plane and form an arch structure.
  • the two arched structures run in such a way that the vehicle center part 1 is at a desired height and other means for positioning the seats 6 at a certain height can be dispensed with.
  • front longitudinal arms 21 and the rear longitudinal arms 31 have a double-T profile with a perforated central plate. This profile gives the Arch structures have high strength and load-bearing capacity, while only little material is required and low weight results.
  • two footrests 26 assigned to the seats 6 are also provided on the front axle 22.
  • the users can therefore sit comfortably in the seats 6 and support their feet on the footrests 26.
  • the front longitudinal arms 21 are selected to be somewhat longer than the rear longitudinal arms 31, in the area of which only the electric motor 5 has to find space, as shown in FIG Figure 1b is shown.
  • the front wheels 27 are covered by a mudguard or a frame 29, which prevents the user from coming into contact with the front wheels 27.
  • the drive motor 5 is connected to one of the rear longitudinal arms 31 of the vehicle rear part 3 and is coupled to the rear axle 32 via a drive belt 50, as shown in FIG Figure 1b and Fig. 3 is shown in detail.
  • Figure 1c shows the assembly devices for the seats 6 and further details of the arched structures with the front and rear longitudinal arms 21, 31 and the associated longitudinal member 11 of the vehicle center part 1.
  • two assembly profiles 65 by means of fastening devices 62, 63, such as brackets or clamps, connected to the front and rear cross members 12, 13.
  • the mounting profiles 65 form a rectangular frame which forms the handles 17 and 18 at the front and rear and which is provided with a plurality of locking points 651 which serve to receive a mounting tube 68 connected to the associated seat 6 at a selected grate position.
  • Figure 1c and Fig. 5 further show that the longitudinal members 11 of the vehicle center part 1 each have a first and a second longitudinal plate 111, 112, which are spaced apart, aligned parallel to one another and connected to one another by connecting elements 113, for example spacer bolts.
  • Fig. 2a shows that between the longitudinal plates 111, 112 a front bearing shaft 122, about which the associated front longitudinal arm 21 is rotatable, and a rear bearing shaft 132, about which the rear longitudinal arm 31 is rotatable, is held.
  • Figure 1c further shows that the two front longitudinal arms 21 are rotatably connected to the vehicle center part 1 at the first hinge axis x12 in such a way that an exposed end piece of each front longitudinal arm 2 projects beyond the first hinge axis x12 and forms a front coupling lever 212.
  • the two rear longitudinal arms 31 are rotatably connected to the vehicle center part 1 at the second hinge axis x13 such that an exposed end piece of each rear longitudinal arm 31 projects beyond the second hinge axis x13 and forms a rear coupling lever 312.
  • the two coupling levers 212, 312 are screwed between the longitudinal plates 111, 112 and thus held within the associated longitudinal support 11 and locked by means of the locking bolt 41.
  • FIG. 10 shows the rail vehicle 10 of FIG Fig. 1a with the vehicle center part 1, which has been decoupled from the vehicle front part 2 and from the vehicle rear part 3 and raised.
  • the rail vehicle 10 thus has a modular structure and can be assembled and manipulated with little effort in order to unfold the rail vehicle 10 for operation and to fold it for storage.
  • the vehicle center part 1 has a simple structure and can be equipped as required.
  • the front bearing shafts 122 which are aligned coaxially to the front cross member 12, are visible, which are inserted into bearing bushes 211 in the front longitudinal arms 21 and stored there.
  • the rear bearing shafts 132 which are aligned coaxially to the rear cross member 13, are designed analogously and are inserted into bearing bushes 311 in the rear longitudinal arms 31 and stored there.
  • the Figures 2a and 2b further show the front coupling levers 212 and the rear coupling levers 312, the front and rear coupling pieces 215 at the ends facing one another; 315 have.
  • the coupling pieces 215, 315 are designed to be complementary to one another, that is to say tapered alternately, and have a front and rear coupling opening 2150; 3150, which are aligned coaxially to one another in the first end position so that they can be pierced by the associated locking bolt 41, which is preferably also held in a receiving opening 110 of the associated longitudinal member 11 of the vehicle center part 1, as is the case, for example Figure 4b shows.
  • the complementary design of the coupling pieces 215, 315 allows them to be rotated past one another until the coupling openings 2150, 3150 are coaxially aligned with one another.
  • the locking bolt 41 and the front and rear bearing shaft 122, 132 provide a rigid connection between the front and rear longitudinal arms 21, 31, so that a stable bridge structure as mentioned above results on both sides of the vehicle center part 1, which is suitable for carrying high loads despite its low weight .
  • Fig. 3 shows the drive motor 5 mounted on a rear longitudinal arm 31 by means of a mounting device 59, the motor shaft of which carries a drive wheel 51 which, based on a
  • the toothed belt 50 shown schematically is coupled via a tensioning wheel 53 to a coupling wheel 52 which is placed on the rear axle 32, which serves as a drive shaft and for this purpose is firmly connected to the rear wheels 37.
  • the tensioning wheel 53 is positioned and fixed within a guide track 313 in such a way that the drive belt 50 is tensioned as required.
  • the rigid connection of the drive motor 5 to the vehicle rear part 3 results in the advantage that the vehicle rear part 3 can be rotated as desired without the drive device 5, 50, 51, 52, 53 being influenced and having to be readjusted.
  • Figure 4a shows the engine-side front longitudinal arm 21 and the engine-side rear longitudinal arm 31 from Fig. 2a , which are each articulated via one of the bearing shafts 122, 132 to an end piece of the engine-side longitudinal member 11 and whose end pieces or coupling levers 215, 315 are connected to one another by the locking bolt 41, which is held in the engine-side longitudinal member 11 in a receiving opening 110.
  • the result is a stable, yet very light bridge structure.
  • Figure 4b shows the engine-side front longitudinal arm 21 and the engine-side rear longitudinal arm 31 from Fig. 2a , after releasing the locking bolt 41 and a mutual rotation of the front longitudinal arm 21 and the rear longitudinal arm 31 about the associated bearing shaft 122 or 132.
  • the locking bolt 41 has a locking element 412, which can be released by pressing an actuating element 411.
  • the locking bolt 41 can therefore not be released automatically from the receiving opening 110, but must be released and removed manually by pressing on the actuating element 411.
  • the locking bolt 41 can be guided along the shown locking axis x123 through the coupling pieces 215, 315 of the front and rear longitudinal arms 21, 31 and through the receiving opening 110 in the associated longitudinal member 11, whereby the vehicle center part 1 is connected to the vehicle advantage 2 and the vehicle rear part 3 becomes.
  • the connection of the front longitudinal arm 21 and the rear longitudinal arm 31 takes place through the bearing shafts 122 and 132, which are held in the bearing bushes 211 and 311, respectively. There is thus a stable three-point connection.
  • Figure 4b further shows that the front longitudinal arms 21 and the rear longitudinal arms 31 are each on the end piece facing away from the vehicle center part 11 with the front wheels 27 and the rear wheels 37 and on the end piece facing the vehicle center part 11 or the front or rear coupling lever 212; 312 are provided with a front support element 28 or a rear support element 38.
  • the front longitudinal arms 21 and the rear longitudinal arms 31 are rotatable in such a way that in the first end position the front wheels 27 and rear wheels 37 (see Fig. 1a ) and in the second end position the front support elements 28 and the rear support element 38 rest on the rails 9, as shown in FIG Fig. 5 is shown.
  • the support elements 28, 38 are rollers or wheels that can roll on the rails 9 so that the front part of the vehicle 2 and the rear part of the vehicle 3 can be easily rotated.
  • Fig. 5 shows the folded rail vehicle 10 Fig. 1a with the front part of the vehicle: 2 and the rear part of the vehicle 3, which are rotated against each other and each fixed in this position by a locking bolt 42 and which are supported on the rails 9 with the front support elements 28 and the rear support elements 38, respectively.
  • the vehicle front part 2 and the vehicle rear part 3 can be released and rotated until the front wheels 27 and rear wheels 37 rest on the rails 9.
  • the handles 119 and in the direction of the arrow are raised upwards until the coupling levers 212, 312 are received in the associated longitudinal member 11 and can be locked by the locking bolt 41.
  • the folded rail vehicle 10 can be gripped by the handles 17, 18 and / or 19, released from the rails 9 and carried away.
  • Fig. 6 shows the engine-side front longitudinal arm 21 and the engine-side rear longitudinal arm 31 after a section through the rail vehicle 10 along the line A - A of FIG Fig. 5 .
  • the front longitudinal arm 21 and the rear longitudinal arm 31, which are shown viewed from the inside of the rail vehicle, are rotated against each other into the second end position and fixed in this position by the locking bolts 42 inserted into the first longitudinal plate 111 of the longitudinal member 11.
  • the front longitudinal arm 21 and the rear longitudinal arm 31 can therefore not automatically turn back, which is why the rail vehicle 10 is fixed in the folded state.
  • the second longitudinal plate 112 of the longitudinal member 11 has been removed so that the fixation by the locking bolts 42 is visible.

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  • Mechanical Engineering (AREA)
  • Automatic Cycles, And Cycles In General (AREA)
  • Body Structure For Vehicles (AREA)

Claims (14)

  1. Véhicule ferroviaire (10) comprenant un châssis, sur lequel est disposé au moins un siège (6) et qui est muni de roues avant (27) et de roues arrière (37), dont au moins une est couplée à un moteur d'entraînement (5), caractérisé en ce qu'il est prévu une partie centrale de véhicule (1), qui est reliée du côté avant , de manière à pouvoir tourner autour d'un premier axe d'articulation (x12), à une partie avant de véhicule (2) qui est munie des roues avant (27), et qui est reliée du côté arrière, de manière à pouvoir tourner autour d'un deuxième axe d'articulation (x13), à une partie arrière de véhicule (3) qui est munie des roues arrière (37), de sorte que la partie avant du véhicule (2) et la partie arrière du véhicule (3) pour le transport sur les rails (9) peuvent être tournées l'une par rapport à l'autre contre les rails (9) dans une première position finale et peuvent être verrouillées et pour le transport non sur les rails (9) peuvent être tournées l'une par rapport à l'autre dans une deuxième position finale et de préférence peuvent être verrouillées, en ce que la partie avant du véhicule (2) comprend deux bras longitudinaux avant (21), dont chacun est muni d'une des roues avant (27), et est relié de manière rotative à la partie centrale du véhicule (1) au niveau du premier axe d'articulation (x12) de telle sorte qu'une pièce d'extrémité exposée de chaque bras longitudinal avant (21) dépasse du premier axe d'articulation (x12) et forme un levier d'accouplement avant (212), en ce que la partie arrière du véhicule (3) comprend deux bras longitudinaux arrière (31), qui sont munies chacune d'une des roues arrière (37), et qui sont reliées de manière rotative à la partie centrale du véhicule (1) au niveau du deuxième axe d'articulation (x13) de telle sorte qu'une pièce d'extrémité exposée de chaque bras longitudinal arrière (31) dépasse du deuxième axe d'articulation (x13) et forme un levier d'accouplement arrière (312), et que les leviers d'accouplement avant (212) et les leviers d'accouplement arrière (312) peuvent être reliés et fixés l'un à l'autre dans la première position finale.
  2. Véhicule ferroviaire (10) selon la revendication 1, caractérisé en ce que la partie centrale de véhicule (1) comprend une structure de cadre avec une traverse avant (12), qui est de préférence orientée coaxialement au premier axe d'articulation (x12), et une traverse arrière (13), qui est de préférence orientée coaxialement au deuxième axe d'articulation (x13), qui sont reliées entre elles des deux côtés à chaque fois par un bras longitudinal (11), et en ce que le premier et le deuxième axe d'articulation (x12 ; x13) sont espacés l'un de l'autre et sont de préférence orientés parallèlement l'un à l'autre.
  3. Véhicule ferroviaire (10) selon la revendication 1 ou 2, caractérisé en ce que les bras longitudinaux avant (21) sont reliés entre eux à l'avant par un essieu avant (22) muni des roues avant (27) et sont reliés de manière rotative au niveau du premier axe d'articulation (x12) à la partie centrale du véhicule (1), de préférence à une pièce d'extrémité respective en regard du bras longitudinal associé (11), et en ce que des bras longitudinaux arrière (31) sont reliés entre eux à l'arrière par un essieu arrière (32) muni des roues arrière (37), et qui sont reliés de manière rotative au niveau du deuxième axe d'articulation (x13) à la partie centrale de véhicule (1), de préférence dans chaque cas à une pièce d'extrémité en regard du bras longitudinal associé (11), et en ce que les bras longitudinaux avant (21) et les bras longitudinaux arrière (31) peuvent enfin être fixés dans la première position et forment de préférence une structure en arc.
  4. Véhicule ferroviaire (10) selon la revendication 1, 2 ou 3, caractérisé en ce que les leviers bras longitudinal avant (212) et les leviers d'accouplement arrière (312) présentent aux extrémités tournées l'une vers l'autre des pièces d'accouplement avant et arrière (215; 315) respectivement avec une ouverture d'accouplement avant et une ouverture d'accouplement arrière (2150; 3150) qui, dans la première position finale, sont alignées coaxialement l'une par rapport à l'autre et sont percées chacune par paire par un boulon de verrouillage (41), qui est de préférence maintenu en plus dans une ouverture de réception (110) du bras longitudinal associé (11) de la partie centrale du véhicule (1).
  5. Véhicule ferroviaire (10) selon une des revendications 2 - 4, caractérisé en ce que les bras longitudinal (11) de la partie centrale (1) du véhicule présentent chacun une première et une deuxième plaque longitudinale (111, 112) qui sont orientées parallèlement l'une à l'autre à distance l'une de l'autre et sont reliées entre elles par des éléments de liaison (113) et entre lesquelles un arbre de palier avant (122), autour duquel le bras longitudinal avant associé (21) peut tourner, et un arbre de palier arrière (132) autour duquel le bras longitudinal arrière (31) peut tourner, sont supporté de préférence de telle manière que les parties d'extrémité des bras longitudinaux avant (21) et des bras longitudinaux arrière (31), ou les leviers de couplage (215, 315) respectivement, peuvent tourner entre la première et une deuxième plaque longitudinale (111, 112).
  6. Véhicule ferroviaire (10) selon les revendications 2 et 4, caractérisé en ce que les bras longitudinal (11) de la partie centrale du véhicule (1), de préférence la première ou la deuxième plaque longitudinale (111, 112), présentent chacun une ouverture de réception (110) qui, dans la première position finale des leviers d'accouplement avant (212) et des leviers d'accouplement arrière (312), sont alignés coaxialement avec les ouvertures d'attelage (2150 ; 3150) et sont traversés par le boulon de verrouillage (41).
  7. Véhicule ferroviaire (10) selon une des revendications 2 - 6, caractérisé en ce que dans les bras longitudinal (11), de préférence la première ou la deuxième plaque longitudinale (111, 112), de la partie centrale du véhicule (1), des goupilles de verrouillage (42) sont insérables ou placées, au moyen desquelles les bras longitudinaux avant (21) et les bras longitudinaux arrière (31) associés peuvent être fixés définitivement dans la deuxième position.
  8. Véhicule ferroviaire (10) selon une des revendications 1 - 7, caractérisé en ce que les bras longitudinaux avant (21) et les bras longitudinaux arrière (31) sont munis chacun, à l'extrémité éloignée de la partie centrale du véhicule (1), les roues avant (27) ou les roues arrière (37) et à l'extrémité tournée vers la partie centrale du véhicule (1), ou au levier d'accouplement avant et au levier d'accouplement arrière (212; 312) respectivement, sont munis respectivement d'un élément d'appui avant (28) et d'un élément d'appui arrière (38), et en ce que les bras longitudinaux avant (21) et les bras longitudinaux arrière (31) peuvent tourner de telle sorte que, dans la première position finale, les roues avant (27) et les roues arrière (37) et, dans la deuxième position finale, les éléments d'appui avant (28) et l'élément d'appui arrière (38) reposent sur les rails (9).
  9. Véhicule ferroviaire (10) selon une des revendications 1 - 8, caractérisé en ce que le moteur d'entraînement (5) est relié à la partie avant du véhicule (2), de préférence à au moins un des bras longitudinaux avant (21), et est couplé directement ou par l'intermédiaire d'une courroie d'entraînement (50) à l'essieu avant (22) ou à au moins une des roues avant (27), ou en ce que le moteur d'entraînement (5) est relié à la partie arrière (3) du véhicule, de préférence à au moins un des bras longitudinaux arrière (31), et est couplé directement ou par l'intermédiaire d'une courroie d'entraînement (50) à l'essieu arrière (32) ou à au moins une des roues arrière (37) .
  10. Véhicule ferroviaire (10) selon une des revendications 1 - 9, caractérisé en ce que les roues avant (27) et les roues arrière (37) et de préférence les éléments de support avant (28) et les éléments de support arrière (38) sont constitués d'un matériau électriquement isolant et robuste, tel que le téflon.
  11. Véhicule ferroviaire (10) selon une des revendications 1 - 10, caractérisé en ce que le châssis, qui comprend de préférence les bras longitudinaux avant (21), les bras longitudinaux arrière (31), l'essieu avant (22), l'essieu arrière (32), ainsi que la structure du châssis de la partie centrale du véhicule (1) avec la traverse avant (12), la traverse arrière (13) et les bras longitudinal (11), est entièrement ou partiellement constitué d'un matériau non ferromagnétique, tel que l'aluminium, le titane, le carbone, un alliage d'aluminium ou un alliage de titane, et/ou un plastique.
  12. Véhicule ferroviaire (10) selon une des revendications 1 - 11, caractérisé en ce que sur la partie centrale de véhicule (1) sont disposés deux sièges (6), qui sont de préférence déplaçables en avant et en arrière le long d'un profilé porteur (65) et dont l'inclinaison est réglable si nécessaire.
  13. Véhicule ferroviaire (10) selon une des revendications 1 - 12, caractérisé en ce que sur la partie centrale de véhicule (1) est disposé, de préférence entre les deux sièges (6), un dispositif de commande (8), qui comprend de préférence un bloc d'alimentation avec accumulateurs et au moyen duquel le moteur d'entraînement (5) peut être commandé.
  14. Véhicule ferroviaire (10) selon une des revendications 1 - 13, caractérisé en ce que la structure du cadre de la partie centrale du véhicule (1) est munie de poignées (17, 18, 19).
EP16202009.3A 2016-12-02 2016-12-02 Véhicule sur rails motorisé pour l'inspection d'un tronçon de voie Active EP3330152B1 (fr)

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CN109305178B (zh) * 2018-09-14 2023-10-27 湖北时瑞达重型工程机械有限公司 一种机械手立杆平车
CN111516716B (zh) * 2020-05-19 2021-12-28 南京航空航天大学 一种折叠式隧道检测轨道移动小车的底盘
CN113386805A (zh) * 2021-01-18 2021-09-14 郑州北之方物联网技术有限公司 一种伸缩式轨道电动巡检小车和使用方法
CN113247028A (zh) * 2021-06-28 2021-08-13 郑州轻工业大学 一种轨道小车装置
FR3134063A1 (fr) * 2022-03-29 2023-10-06 Keolis Draisine électrique
CN116639154B (zh) * 2023-05-12 2024-01-26 济南市勘察测绘研究院 一种轨道交通轨地绝缘测绘小车

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