EP3341257A1

EP3341257A1 - Rail traffic system for separating and diverting rail vehicles

Info

Publication number: EP3341257A1
Application number: EP16763221.5A
Authority: EP
Inventors: Tristan Schäfer
Original assignee: Schaefer Zechlin GbR; Schafer Zechlin GbR
Current assignee: Schaefer Zechlin GbR
Priority date: 2015-08-28
Filing date: 2016-08-26
Publication date: 2018-07-04
Also published as: DE102015114335B4; WO2017036975A1; US20180237038A1; DE102015114335A1; US10967889B2

Abstract

The invention relates to a point machine (198) for a rail switch (144), comprising at least one switching mechanism (60), designed to transmit at least one switching force onto at least one switch point (88, 90), and at least one switching element (18, 22), designed to transmit at least one switching force onto the switching mechanism (60). According to the invention, the at least one switching element (18, 22) is designed to convert a load which is moved by the switching element (18, 22) substantially in a longitudinal direction (L) relative to the switching element (18, 22) to a torque. The invention also relates to a switch point (88, 90), a point device (130) having said switch point (88, 90), a rail switch (144) comprising said point device (130), and a center buffer coupling (146) and to a rail vehicle (150, 154, 190, 192) having said center buffer coupling and to a rail traffic system comprising the rail vehicle (150, 154, 190, 192) and the rail switch (144).

Description

Traffic system for separating and diverting rail vehicles

The invention relates to a turnout for a Schme soft switch, a switch blade for a rail switch and a rail works with the soft ^

a MKtdbufferkupplung and a rail vehicle with the Mittelpuffeikupplung and a Sch ienenverkehresystem with the rail switch and the rail vehicle.

It is known to connect rail vehicles to trains and to separate them again. In Konverrtfonelen Rangiereinrichtungen the individual rail vehicles of a train are successively uncoupled and pushed over a so-called Ablaufberg. As a result of

Gravity accelerate the occasional rail vehicles down the slope of the Ablaufberg and are sorted by a switch zone in various so-called valley tracks and assembled there to new trains.

A disadvantageous aspect is that such a procedure proves to be time and space consuming. On the one hand, the regular journey of the train must be interrupted as soon as individual rail vehicles of the train are to be directed in different directions. On the other hand, the corresponding shunting facilities require a high amount of resources such as space and capital.

It is therefore an object of the present invention to provide a rail transport system with which a train without interruption and with little effort m individual rail vehicles can be separated and these can be passed in unterchiedBche directions.

The problem is solved by the counterparts of the independent Ars. 1, 8, 11, 14, 15, 19 and 20

The invention relates to a transfer shifter for a rail switch, comprising at least one adjusting mechanism which is designed to transmit at least one Stelkraft on at least one switch blade and at least one actuating element which is designed to transmit at least one actuating force to the actuating mechanism. According to the invention, it is provided that the at least one adjusting element is ausgebf det, a substantially in a longitudinal direction relative to the

Actuator via the actuator moving load (n to convert a torque. This offers the advantage that the turnout drive through a railroad crossing

Rail vehicle is self-actuated. Advantageously, the torque is considered

Input variable for generating a force available. The turnout is therefore particularly simple, fast, safe, flexible and efficient.

In a preferred embodiment of the invention, it is provided that the adjusting element is designed to convert loads which are moved in opposite directions relative to the adjusting element via the adjusting element into substantially opposite torques. This offers the advantage that the transfer drive can be driven from two directions. Driving from a first direction can thus take place in order to generate a control force via the control element and to transmit it to the control mechanism. The driving from a second direction, which is substantially opposite to the first direction, can take place, wherein the adjusting element is designed to avoid an opposite rotational movement of a wheel of the rail vehicle. Thus, the safety of the transfer drive is advantageously increased.

In a further preferred embodiment of the invention, it is provided that the at least one adjusting element has a helical structure at least in sections. This offers the advantage that the conversion of the torque is particularly simple and secure. Particularly preferably, the at least one adjusting element is arranged parallel to a stock rail. About the helical structure can be a load through a flange of a

Rail vehicle are converted particularly well into a torque. Furthermore, a helical structure offers a particularly flexibly configurable and compact arrangement for the actuating element. A helical structure is particularly well suited to actuation by a load that is moved across the helical structure.

In a further preferred embodiment of the invention, it is provided that the at least one adjusting mechanism comprises means for transmitting at least one peripheral force tappable to the at least one adjusting element as a positioning force on the at least one switch blade.

This offers the advantage that a force is particularly easy to produce bar. Furthermore, the actuating force can be designed particularly well by appropriate design of the actuating element.

In a further preferred embodiment of the invention it is provided that the means at least one comprising with the at least one actuator operatively connected driver element. A Stelkraft laset so particularly easy and efficient transferred to the Stelimechanik.

In a further preferred embodiment of the invention it is provided that the means comprise at least one control mechanism, the drive side is operatively connected to the at least one driver element with the at least one riser element and the output side with the at least one switch blade.

This offers the advantage that a rapid change of the direction of action of the actuating force is possible. A circuit of the Weichentriebs in different Betriebszuetande can advantageously be done easily and quickly.

In a further preferred embodiment of the invention, it is provided that the control mechanism comprises a rotary pre-setting element m. The rocker bars can serve as stops for the Mocker elements, for example.

This has the advantage that a number of moving parts for switching the transfer drive is reduced and the switching process is simplified and safer. Bn another aspect of the present Eiflndu

Rail switch. According to the invention, it is provided that in sections of the switch tongue, independently of one another, it is possible to delimit lane courses.

This offers the advantage that the switch tongue can be peeled in a traveled state. For example, the switch tongue can be switched after passing through an axle of a rail vehicle. By the rail vehicle, the switch blade in a region in which the rail vehicle is located on the switch blade, held in a position corresponding to an operating state before switching. In the area of a Wefchentriebs the

Switch blades, however, have already taken another operating state. The operating conditions are defined, in particular, by the position of the switch point in a partial section which can be assigned to a specific lane course

In a preferred embodiment of the invention, it is provided that the switch blade has at least one subregion with increased elasticity, which is arranged between at least two subregions of lesser elasticity This offers the advantage that the subregion with increased elasticity makes it possible for the two subregions to be able to align themselves flexibly relative to one another with less elasticity. The sub-areas can be matched to the specific requirements particularly easy to each other.

In a further preferred embodiment of the invention, it is provided that the switch tongue over its length has a cross-sectional profile in which a ratio of an area moment of inertia about a transverse axis in relation to an area moment of inertia about a vertical axis in the region of a tongue tip up to 41 and in the direction of a first rail fastening drops to a value of up to 6. The latter corresponds to a conventional rail. The vertical axis and the transverse axis each correspond to a cross-sectional profile of a

conventional full rail. The position of the axes is shown by way of example in FIG. The exact course of the values of this ratio between the tip of the tongue and the first

Rail fastening, on which no movement of the rail is possible, selects the competent expert according to general railway technical criteria and in particular in accordance with the track characteristics to be realized and the resulting bending lines of the

Switch point and on the basis of possible loads from rail vehicles. Thus, values above 41 may result as maximum values.

This offers the advantage that the switch blade is particularly stable in areas with high stability requirements and at the same time in areas with high demands on the

Elasticity is particularly shapeable shapable. A further aspect of the present invention relates to a tongue device, comprising at least one switch tongue according to the invention for a rail switch and at least one slide rail.

This has the advantage that at the same time it is possible to direct two immediately successive wheels of a rail vehicle, which move on the stock rail, in two different directions, with one of the rail vehicles can still be on the switch blade.

In a preferred embodiment of the invention it is provided that the tongue device at least one sliding element for guiding the at least one switch blade and / or for Inclusion of a load acting on the switch tongue.

This offers the advantage that the switch tongue is particularly well movable under load. In a further preferred embodiment of the invention, it is provided that a

Attachment portion of the switch blade and / or the stock rail is at least partially removed. The attachment portion may be, for example, a web of a rail.

This offers the advantage that between the switch blade and the stock rail

Gap is increased. This reduces, for example, a risk of blockage of the switch tongue by objects.

Another aspect of the present invention relates to a rail switch, comprising at least one turnout according to the invention for a rail switch and / or at least one tongue device according to the invention.

This offers the advantage that the transfer shifter is switchable by the rail vehicle itself. Thus, advantageously, several immediately consecutive rail vehicles can be directed in different directions. Since the rail vehicles themselves operate the transfer drive via their wheels and the control elements of the transfer drive, it is possible to ensure that the transfer drive is actuated before the rail vehicle reaches the tip of the tongue. Due to the possibility of the switch blades form different track profiles, the switch gear can be switched, even if there is still a preceding vehicle on the switch blade. The rail switch is therefore particularly fast, safe and easy to switch, even if an axle of a preceding rail vehicle behind the

Tongue tip is located on the tongue and an axle of a subsequent rail vehicle is still in front of the tongue tip on the stock rail.

Another aspect of the present invention relates to a central buffer coupling for a

Rail vehicle, comprising at least one coupling arm, which in at least one

Degree of freedom movable on the rail vehicle is storable and the at least one

Clutch mechanism further comprising at least one locking mechanism which is adapted to open and close the clutch mechanism. According to the invention it is provided that by a pivoting movement of the coupling arm at least one arranged in a pivoting area stop for opening the locking mechanism is actu bar. This offers the advantage that the locking mechanism is automatically decoupled by generating a track offset between two rail vehicles, which are coupled to the central buffer coupling. In a preferred embodiment of the invention it is provided that the coupling mechanism is mounted in at least one degree of freedom movable on the coupling arm.

This offers the advantage that a possible track offset is increased. This gives more time for the process of Entkuppeins available and a lateral sliding of the

Clutch mechanisms of two central buffer couplings to be decoupled from one another. Advantageously, undercuts of the geometries of the two central buffer couplings are avoided, which would prevent slippage from one another. The safety of

Central buffer coupling is thereby increased.

In a further preferred embodiment of the invention, it is provided that the

Locking mechanism is formed, the at least one degree of freedom of the

Locking and releasing the clutch mechanism on the clutch arm This offers the advantage that the center buffer clutch can be secured in a non-coupled condition. Further advantageous is a deflection of two coupled together

Central buffer couplings thus not possible, whereby the entire connection is always in a stretched state and the power transmission is particularly safe. In a further preferred embodiment of the invention it is provided that the central buffer coupling comprises means which are adapted to move the coupling arm and / or the coupling mechanism after a deflection in an initial position.

This offers the advantage that after uncoupling the central buffer coupling is automatically moved back to a safe and ready to be coupled state.

Another aspect of the present invention relates to a rail vehicle, comprising at least one inventive central buffer coupling for a rail vehicle. This offers the advantage that the rail vehicle while driving from another Rail vehicle is automatically uncoupled when setting a track offset between the rail vehicles.

Another aspect of the present invention relates to a rail transport system comprising at least one rail vehicle according to the invention and at least one rail switch according to the invention. Preferably, at least two rail vehicles according to the invention are provided.

This offers the advantage that the rail vehicles can be routed with the rail switch in the coupled state in different directions and they can be automatically disconnected from each other due to the self-adjusting track offset while driving. The rail transport system is therefore particularly flexible and efficient. In addition, the rail transport system is particularly safe and easy, since most processes can be done purely by mechanical means. The rail transport system is also particularly safe, since the rail vehicles themselves actuate the turnouts via the control elements and then drive the switch blades and thus hold them in position while the

Tongue tips are already re-adjustable for a subsequent rail vehicle.

The present invention relates to all types of rail systems known to the person skilled in the art, in particular monorail and multi-rail systems as well as all known types of rails themselves.

According to a preferred embodiment of the invention, a transfer shoot for a

Rail switch provided, comprising at least one stock rail and at least one adjusting mechanism which is adapted to transmit at least one actuating force to a switch tongue, further comprising at least one actuating element which is adapted to transmit the actuating force to the adjusting mechanism, wherein the actuating element in a longitudinal direction relative is arranged to the stock rail and comprises a helical structure, which is configured to convert a substantially in the longitudinal direction relative to the actuator over the helical structure moving load in a torque. According to the invention, it is provided that the

Adjusting element is arranged adjacent to the stock rail, so that the load is transferable via a flange of a Schienenfahrzugs on the helical structure, if this is the

Back rail travels. According to a further preferred embodiment of the invention it is provided that the helical structure is formed, loads that are substantially opposite in relation to the

Actuator can be moved over the actuator, in substantially opposite

To convert torques. According to a further preferred embodiment of the invention, it is provided that the at least one adjusting mechanism comprises means for transmitting at least one circumferential force tappable to the at least one adjusting element as a positioning force on the at least one switch blade. According to a further preferred embodiment of the invention, it is provided that the middle! comprise at least one operatively connected to the at least one actuating element driver element.

According to a further preferred embodiment of the invention it is provided that the means comprise at least one control mechanism, the drive side over the at least one

Carrier element with the at least one actuating element and the output side with the at least one switch blade is operatively connected.

In accordance with a further preferred embodiment of the invention, it is provided that the control mechanism comprises a rotatable presetting element with at least two tilting bars.

According to a further preferred embodiment of the invention, a switch tongue is provided for a rail switch with sections of the switch tongue, in which independently different track profiles can be formed. According to the invention, the switch tongue has two or more subregions of increased elasticity, each of which

Partial region is arranged with increased elasticity between two partial areas with less elasticity.

According to a further preferred embodiment of the invention it is provided that the switch tongue has a cross-sectional profile over its length, the ratio of a

Areal inertia about a transverse axis in relation to a moment of area momentum about a vertical axis between 41 and 6 lies.

According to a further preferred embodiment of the invention, a tongue device is provided, comprising at least one switch tongue according to the invention for a Rail switch and at least one stock rail,

According to a further preferred embodiment of the invention it is provided that the tongue device comprises at least one sliding element for guiding the at least one switch tongue and / or for receiving a load acting on the switch tongue.

According to a further preferred embodiment of the invention it is provided that a fixing portion of the switch blade and / or the stock rail is at least partially removed.

According to a further preferred embodiment of the invention, a rail is provided soft, comprising at least one turnout according to the invention for a

Rail switch and / or at least one tongue device according to the invention. According to a further preferred embodiment of the invention, a middle buffer coupling is provided for a rail vehicle, comprising at least one coupling arm movable in at least one degree of freedom on the rail vehicle, further comprising at least one coupling mechanism for coupling the coupling arm with a

Clutch arm of another rail vehicle, wherein the coupling mechanism is rotatably mounted at a point on the coupling arm and further comprising at least one locking mechanism. According to the invention, it is provided that the locking mechanism is designed to open and close the clutch mechanism and a

Locking and releasing rotational movement in the point, wherein the clutch mechanism is opened and the rotational movement is released when a pivoting movement of the

Coupling arm relative to the rail vehicle is such that at least one arranged in a pivoting range of the coupling arm stop is reached.

According to a further preferred embodiment of the invention it is provided that the central buffer coupling comprises means which are formed, the coupling arm and / or the

Clutch mechanism to move back to a starting position after a deflection.

According to a further preferred embodiment of the invention, a rail vehicle is provided, comprising at least one inventive central buffer coupling for a

Rail vehicle. According to another preferred embodiment of the invention is a

Rail system provided, comprising at least one inventive

Rail vehicle and / or at least one rail switch according to the invention.

Further preferred embodiments of the invention will become apparent from the others, in the

Subclaims mentioned features.

The various embodiments of the invention mentioned in this application are, unless otherwise stated in the individual case, advantageously combinable with each other.

The invention will be described below with reference to an embodiment and the associated examples

Drawings explained in more detail. The figures show:

Figure 1 is a schematic representation of a transfer case according to the invention for a

Rail switch in a preferred embodiment;

Figure 2 is a schematic representation of a switch tongue according to the invention for a

Rail switch in a preferred embodiment;

Figure 3 is a schematic representation of a tongue device according to the invention in a preferred embodiment;

Figure 4 is a schematic representation of a rail switch according to the invention in a preferred embodiment;

Figure 5 is a schematic representation of a central buffer coupling according to the invention for a rail vehicle in a preferred embodiment;

Figure 6 is a schematic representation of a central buffer coupling according to the invention for a rail vehicle in a further preferred embodiment;

Figure 7 is a schematic representation of a rail vehicle according to the invention in a preferred embodiment; and

Figure 8 is a schematic representation of a rail transport system according to the invention in a preferred embodiment.

FIG. 1 shows a schematic representation of a transfer case according to the invention for a rail switch in a preferred embodiment.

The upper part of Figure 1 shows sections of a pair of railroad tracks 10. The pair of railroad tracks 10 comprises a first stock rail 12 and a second stock rail 14. On an inner side of the first stock rail 16, an adjusting element 18 is arranged. On an inner side of the second stock rail 20, a Stelleiement 22 is also arranged. The adjusting elements 18, 22 are about their longitudinal axes relative to the first and the second

Back bar 12, 14 rotatably mounted. In this arrangement, the longitudinal axes extend essentially parallel to a longitudinal extent of the first and second stock rails 12, 14. The setting elements 18, 22 have helical structures 24, 26 in sections. The

Adjusting elements 18, 22 are rotatably arranged along the first and the second jaws 12, 14 so that outer surfaces 28, 30 of the helical structures 24, 26 without contact and thus advantageously frictionless next to the inner surfaces 32, 34 of rail heads 36, 38 or something offset downwards are arranged next to these. The arrangement is made with the goal that a driving of the stock rails 12, 14 with a rail vehicle without impairment is possible and a flange of the rail vehicle can transmit a force to the helical structures 24, 26. In other embodiments, it is also possible to unroll the helical structures 24, 26 on the jaw rails 12, 14. The upper part of Figure 1 shows a position of the adjusting elements 18, 22 in a non-driven state.

The adjusting elements 18, 22 can now be activated in two ways. A rail vehicle may travel the pair of railroad tracks 10 in a first direction 40 or a second direction 42. When the rail vehicle traverses the pair of railroad tracks 10 in the first direction 40, wheels of the railroad vehicle substantially in the first direction 40 move across the first and second stock rails 12, 14, substantially point-point loads. Wheel flanges of the wheels of the railroad vehicle move thereby If the rail vehicle is approached in the first direction 40, then the flanges meet inner surfaces 44, 46 of the helical structures 24, 26. The flanges can also each have a first Edge 48, 50 of the helical structures 24, 26 meet. The flanges thus each practice one substantially in a longitudinal direction, which here corresponds to the first direction 40, relative to the adjusting elements 18, 22 via the adjusting elements 18, 22 moving force on the inner surfaces 44, 46 and / or the first edges 48, 50 of the novel structures 24, 26 from. Due to spatial curvatures of the inner surfaces 44, 46 and / or the first edges 48, 50, this force each causes a rotational movement 52, 54 of the adjusting elements 18, 22. This results in each case a corresponding torque. A design and arrangement of the adjusting elements 18, 22 takes place with the aim that the first edges 48, 50 and the inner surfaces 44, 46 at least partially formed in one of the flanges of the rail vehicle with the inner surfaces 32, 34 of the rail heads 36, 38

Interspace can be arranged. Described in other words, the adjusting elements 18, 22 of the wheels of the rail vehicle, which moves over the pair of railroad tracks 10, so displaceable that on the adjusting elements 18, 22 each produces a torque.

If the rail vehicle drives the pair of railroad tracks 10 in the second direction 42, the torque can be generated in an analogous manner. The wheel flanges of the rail vehicle then meet substantially on a respective second edge 52, 54 or adjacent to this other inner surfaces of the helical structures 24, 26. The rotational movements of the adjusting elements 18, 22 then each extend in the opposite direction as the

Rotary movements 52, 54. Accordingly, torques that arise oppose those torques that are producible when the rail vehicle is the pair of

Railroad tracks 10 in the first direction 40 travels. The adjusting elements 18, 22 are in this embodiment, each operatively connected to a combination of a freewheel 56 and a torsion spring 58. The combination is shown in principle in the upper part of Figure 1 only for the control element 22. The freewheel 56 represents a person skilled in the known element and is used in this embodiment, a tap of a circumferential force on the actuator 22. The freewheel 56 is adapted to tap a peripheral force on the actuator 22 and transmit, if this by a corresponding torque Rotary movement 54 executes. In the opposite direction no circumferential force on the freewheel 56 is tapped by the actuator 22. The torsion spring 58 serves to reset the actuator 22 after deflection in the direction of rotation 54 in the opposite direction back to an initial position. The actuator 18 is also operatively connected to a combination of freewheel 56 and a torsion spring 58. These act with respect to a tap of a circumferential force on the actuating element 18 in the direction of the rotational movement 52 and with respect to a return to an initial position via the torsion spring counter to the direction of the rotational movement 52.

The middle part of Figure 1 shows a schematic representation of a control mechanism 60. The view is carried out in the direction of travel of an imaginary rail switch at the location of the control mechanism 60th Die Actuator comprises in this embodiment, a control mechanism 62 and a

Carrier 84. The driver 64 is the drive side operatively connected to the actuators 18, 22 and formed to transmit the tappable to the actuators 18, 22 peripheral forces. On the output side, the driver 64 is provided with a drive side of the

Control mechanism 62 operatively connected and adapted to transmit the peripheral forces to the control mechanism 62. The control mechanism 62 itself is the output side with two switch blades

operatively connected. This results in a continuous operative connection of the adjusting elements 18, 22 up to the switch points, to which the peripheral forces of the adjusting elements 18, 22 'as transferable forces ^' are.

The illustrations a to d shown in the middle part of FIG. 1 show states of the setting mechanism 60 which are traversed during a setting process for moving two switch blades into a first operating state. In the present view, this corresponds to a movement of the control mechanism 62 to the left. The diagrams a 'to d' show analogously the states of the adjusting mechanism during a setting operation for moving two switch blades in a second operating state. This corresponds to a movement to the right. The reference numbers apply, as it were, to all images a to d and a 'to d', so that not all features are comprehensively marked in each image. In Figure a, the actuating mechanism is shown in a neutral position. The driver 64 includes two driver elements 66, 68. These are connected to a strand drive 70. The strand drive 70 comprises four drums 72, 74, 76, 78, over which a strand 80 is guided. The drum 72 is connected to the actuator 18 and the drum 74 to the actuator 22nd

operatively connected. In this embodiment, the actuator 22 associated freewheel 56 is connected to the drum 74. The actuator 18 associated freewheel is connected to the drum 72. Thus, the adjusting elements 18, 22 are designed to transmit peripheral forces to the drums 72, 74. The driver elements 66, 68 are fixed on the strand 80.

In Figure b, a state is shown in which a rail vehicle is on the control elements 18, 22. By the movement of the adjusting elements 18, 22 in the directions of rotation 52 and 54 peripheral forces are transmitted from the adjusting elements 18, 22 via the freewheel 54 and the further freewheel on the drums 72, 74 and transmitted from there to the strand 80. These circumferential forces are referred to below as adjusting forces. The actuating forces cause a movement of the driver elements 66, 68 away from each other and in the direction of the drums 72, 74. In this case, a spring 82 is biased, which connects the driver elements 66, 68. The driver elements 66, 68 are moved along the control mechanism 62.

The control mechanism 62 includes two rocker bars 84, 86. The rocker bars 84, 86 each have a portion extending from an upper surface of the control mechanism 62 and a portion extending from an underside of the control mechanism 62. The control mechanism is rotatably mounted about its longitudinal axis, so that by rotation, the top and bottom are interchangeable. Figure c initially shows a state in which the rocker bars 84, 86 are oriented substantially from top left to bottom right. As a result of the movement of the driver elements 66, 68 in the direction of the drums 72, 74, the driver element 66 abuts the tilting bolster 84. The actuating force is then transmitted from the strand 80 via the driver element 66 to the tilting bolster 84

or the control mechanism 62 transmitted. The control mechanism 62 is consequently moved to the left. Thus, one or more switch blades operatively connected to the control mechanism 62 can also be moved to the left. The rocker bars 84, 86 are resiliently mounted. Alternatively, the driver elements 66, 68 may have spring elements. Thus, the driver element 68 can first be moved under the resilient rocker bar 86. The rocker bar 86 then springs back, whereby the driver element 68 also bears firmly against the tilting rocker 86. Since both entrainment elements 66, 68 are fixed on the strand 80, the control mechanism 62 or with this operable switch tongues are held in position by the entrainment element 68 via the tilting latch 86.

Figure d shows the control mechanism 62 with respect to Figures a to c rotated by 180 degrees about its own axis. The rocker bars 84, 86 are here substantially oriented from bottom left to top right. The twisted orientation of the control mechanism 62 are the

Mitnehmerelemente 66, 68 released again and can, for example, driven by the spring 82, move towards each other.

The previous description applies analogously to the illustrations a 'to d "

Control mechanism 62 takes place, for example, by an additional actuator. Alternatively to that

Strand drive 70 and the tilting bars 84, 86 can purely by way of example also an equal acting

Hydraulic system be provided. Other principles of action are conceivable and, if necessary, selected by the competent expert, taking into account further technical requirements.

The lower part of Figure 1 shows the control mechanism 62 with two indicated switch blades 88, 90 and the first and second stock rails 12, 14 in a plan view. The control mechanism 62 is connected to the switch blades 88, 90 via power transmission sections 92, 94. about Springs 96, 98, the control mechanism 82 is held centrally between the switch blades 88, 90 in a neutral position. In this neutral position, both switch blades 88, Θ0 are in contact with the respective stock rail 12, 14. This offers the advantage that due to a missing gap, the switch blades 88, 90 can freeze only slightly on the respective stock rail 12, 14. If the control mechanism 62 is now moved to a position to the left as in FIGS. A to d of the middle part of FIG. 1, the switch blade 90 is moved over the

Power transmission section 94 detached from the stock rail 14 to the left. One

Power transmission element 100 is in a buffer region 102 of the

Power transmission section 92 moves. The spring 96 is compressed. The switch tongue 88 remains unchanged in its position. The switch blades 88, 90 form in this purely exemplary exemplary state a track course, which describes a right turn. A left turn is realized analogously. After the control mechanism 62 has been rotated, as shown purely by way of example from FIG. 1 c of FIG. 1 d of the middle part of FIG. 1, the adjusting mechanism 62 can be moved back into the starting position via the spring 96. The result is purely exemplary of the state described in Figure a of the middle part of Figure 1.

Figure 2 shows a schematic representation of a switch blade according to the invention for a rail switch in a preferred embodiment. The reference numbers, insofar as they are identical to those of FIG. 1, describe identical features. The description in relation to these features in FIG. 1 then also applies to FIG. 2.

FIG. 2 shows, purely by way of example, a switch tongue 90, which can be assigned to a rail switch, which makes it possible to switch over a track course between a straight-ahead track and a track turning to the right

The left part of FIG. 2 shows the switch blade 90, which in this exemplary embodiment purely by way of example represents a right switch blade of a switch blade pair in a plan view. The switch blade 90 is shown in a state in which it can be applied to a right-hand stock rail 14 and thus characterizes a rail soft condition in which the rail switch is passable in a straight-ahead track. The switch tongue 90 has a tongue tip 104. Furthermore, the switch blade 90 has two sections 106, 108, in which different track profiles can be formed independently of one another. These can be in

Substantially each correspond to a straight-ahead track, a turning track or an intermediate state. The right part of Figure 2 shows the detail views a, b, c. These describe a region 110 in which. the sections 106, 108 merge into each other, in various design variants and states. Old design variants have in common that the switch tongue 90 has at least one portion with increased elasticity 112, 114, 116, 118, which is arranged between at least two partial areas with lower elasticity 106, 108, 120, 122, 124, 126. By way of example only, this means for the subregion with increased elasticity 114 that it is arranged between the subregions with lower elasticity 122, 124. The partial region with increased elasticity 114 can be realized, for example, by a hard rubber insert, while the partial regions with lower elasticity 122, 124 consist of the base material of the switch tongue 90. Such hard rubber inserts are present for example in the variant shown in detail a.

The detailed view b shows a further variant for producing one or more subregions with increased elasticity. Detail view b shows a sectional view through the switch blade 90. The web 128 is partially removed in this variant, resulting in a more flexible profile of the switch blade 90. It is possible to completely or partially remove the web 90 in one or more regions and to produce a stiffness profile above a longitudinal extension of the switch tongue 90 by matching these regions to one another. The detailed view b shows an example of the case in which the sections 106, 108 are directly connected to each other by only a portion of increased elasticity. The area 110 is thus restricted, purely by way of example, to the area in which the web 90 is completely or partially removed in the variant shown in detail view b. In principle, however, the area 110 may extend from the tip of the tongue 104 to a position provided for a first rail fastening (not shown here) on the right

Extend track bed. From the first rail fastening any movement of the rail is prevented. Thus, an intended mounting position of the first rail fastening, an end of the region 110 facing away from the tongue tip 104 and the beginning of the region 106 may expediently coincide.

The detail view c shows a state in which the partial section 106 has formed a lane course corresponding to a right-turning lane in the cortex of the underlying rail switch, while the partial section 108 has formed a lane course corresponding to a straight-ahead lane. The area 110 as a whole is elastically deformed in this state. The elastic deformation is realized in the way described in detail a or b or, for example, by a more flexible basic profile of the switch tongue 90. Further possibilities for the production of partial areas with increased and lesser elasticity are the Specialist known. It is also possible to provide relatively movable elements, such as joints.

In the present exemplary embodiment, this applies to all the variants described, a ratio of the area moment of inertia of the switch blade 90 about an x-axis (see detail b), which here corresponds to the transverse axis and about a y-axis (see detail b), here the In the lower elasticity subregions 106, 108, 120, 122, 124, 126, this ratio is preferably not less than 6.

In the area of the tip of the tongue 104, this ratio is preferably 41. At the

Tongue tip 104 opposite end of the range 110, which may suitably correspond to the position of the first rail fastening, not shown here, which prevents movement of the switch blade 90 in the section 106, the ratio is preferably at 6. Particularly preferred are values of the ratio of the tongue tip 104 starting as follows: at the tip of the tongue 104, the value is particularly preferably at 41 and drops from the tip of the tongue 104 along the switch tongue 90 according to a characteristic to be determined by the person skilled in the art. The expert determines the characteristic, in particular with reference to the track characteristics to be realized, the resulting bending lines of the switch blade 90 and the possible loads from rail vehicles. Between the tip of the tongue 104 and a not-shown here intended sheath point of rail heads 38 of the switch blade 90 and the associated stock rail 14, the ratio falls preferably to 12 from. Shortly before the start of the region 106 or the position of the first rail fastening, the ratio preferably drops to 6. Thus, the switch blade 90 preferably has characteristic flexible characteristics from the tip of the tongue 104 to the beginning of the region 106

Deformation around the y-axis, at the same time good stiffness properties around the x-axis, which counteract a deformation around this.

The one described in Figure 2 is analogously applicable to other switch blades, such as the switch blade 88, as well as in the context of other rail switches and lanes, so that corresponding switch blades are expressly included in the present invention.

FIG. 3 shows a schematic representation of a tongue device according to the invention in a preferred embodiment. The reference numbers describe, provided they correspond to those of one of identical to previous figures, identical features. The description in relation to these features in one of the preceding figures then also applies to FIG. 3.

Based on the embodiment described in Figure 2, the upper part of Figure 3 shows a tongue device 130 in a plan view, comprising two switch blades 88, 90, each with an associated stock rail 12, 14 .. The exemplary tongue device shown 130 is a rail switch assignable, which The lower part of Figure 3 shows various possibilities for storage and guidance of the switch blades 88, 90. The view is here purely exemplary in a direction of travel of the stock rail 12. Zur better illustration, a wheel of a rail vehicle 132 is indicated. Variant a comprises a sliding element 134, which can be guided on a base construction 136. The switch blade 88 is connected to the slider 134. Thus, the switch blade 88 is stabilized and loads introduced therefrom are well drained over the wide base structure 136. It can be seen that a fixing portion, in this embodiment, the web 128 of the stock rail 12 on a side facing the switch blade 88 and the web 128 of the switch blade 88 on one of the stock rail 12 side facing away, in sections. This optional measure can prevent clogging of a gap 138 between stock rail 12 and switch blade 88. Variant b shows a

Handlebar construction 140, via which the switch blade 88 can be applied to the stock rail 12 and can be moved away therefrom. Variation c shows a sliding element 134, on the underside of Wilzkörper 142 are provided. This reduces the friction and the required restoring forces. Furthermore, such a construction, for example by total or partial encapsulation of the movable elements, can be designed so that ice can not settle between sliding element 134 and rolling elements 142.

Figure 4 shows a schematic representation of a rail switch according to the invention in a preferred embodiment. The reference numbers, insofar as they are identical to those of one of the preceding figures, describe identical features. The description in relation to these features in one of the preceding figures then applies to Figure 4. Die

Rail switch 144 is shown in a plan view. The adjusting element 18 is arranged on the inside of the first stock rail 16 and the adjusting element 22 is arranged on the inside of the second stock rail 20. The adjusting elements 18, 22 are arranged shortly before the tongue tips of the switch blades 88, 90. A distance is chosen so that the rail switch 144 traveled Rail vehicle with the wheels can still be on the adjusting elements 18, 22, while a part of the wheels already passes the tongue tips of the switch blades 88, 90. The steep mechanism 60, comprising the control mechanism 62, which is shown purely in principle

Carrier device 64, the arrows between the actuators 18, 22 and the

Carrier 64 and the control mechanism 62 symbolize their operativity. The control mechanism 62 is also operatively connected to the switch blades 88, 90 in a region which lies between the tongue tips and the respective region 110 of the switch blades 80, 90. The area 110 is seen as a whole, in other words formed at the macroscopic level to elastically deform when a rail vehicle travels the tongue tip, ie an area in front of the area 110 and is already behind the area 110 or drives it with another axis and the position of the switch blades 88, 90 is then adjusted via the adjusting mechanism 60. The switch blades 88, 90 then assume operating states in front of and behind the region 110 that correspond to different track characteristics. At the microscopic level, the capacity of the elastic deformation portion 110 is achieved as described in FIG. Several areas 110 may also be provided. The

Design of the rail switch is directed, for example, to a wheelbase, a

Wheel diameter, a travel speed and a mass of a rail vehicle, for which the rail switch 144 is provided. On the basis of these parameters and other parameters known to him, the person skilled in the art will select the exact relative arrangement of the elements of the rail switch 144 relative to one another and, for example, a number and / or length of

Subregions with increased elasticity 112, 114, 116, 118 off.

FIG. 5 shows a schematic representation of a central buffer coupling according to the invention for a rail vehicle in a preferred embodiment. The upper part of FIG. 5 shows the central buffer coupling 146 in a closed state. The middle part of FIG. 5 shows the central buffer coupling 146 in an opened and simply deflected state. The lower part of FIG. 5 shows the central buffer coupling 146 in an opened and doubly deflected state. The central buffer coupling 146 comprises a coupling arm 148. The coupling arm 148 is rotatably mounted on a rail vehicle 150, which is only indicated here, at a point P1. The coupling arm 148 is shown in a top view, so that it can be pivoted essentially in a horizontal plane. The central buffer coupling further comprises a

Clutch mechanism 152. About the clutch mechanism 152 of the coupling arm 148 is kuppeibar with a coupling arm of a here only hinted other rail vehicle 154. The Central buffer coupling 146 also includes a locking mechanism 156. Locking mechanism 156 is configured to open and close clutching mechanism 152 by retracting or advancing a pull rod 158. To open lever 160 are provided, over which the pull rod 158 is retractable. For closing a spring 162 is provided, via which the tie rod 158 can be pushed forward.

The middle part of FIG. 5 shows a deflection 160 of the coupling arm 148. As a result of the deflection 172 in a pivoting region 162, one of the levers 160 strikes one in the pivoting region 162

Pivoting range 162 arranged stop 164 and is operated by this. As a result, the locking mechanism 156 is actuated and the clutch mechanism 152 is opened. In this embodiment, the clutch mechanism 152 is rotatably supported on the clutch arm 148 at a point P2. By retracting the tie rod 158, a locking member 166 is moved from a locking position 168 to an unlocking position 170. The lower part of FIG. 5 shows that the coupling mechanism 152 in the position of the locking element 166 located in the unlocking position 170 is pivotable at the point P2 relative to the remaining coupling arm 148. A coupling arm of another rail vehicle 154 coupled to the rail vehicle 150 can be easily decoupled from the center buffer coupling 146 as the deflection 172 causes one of the levers 160 to strike a stop 164. This can, for example, in the case of a track offset between the

Rail vehicles 150 and 154 happen. At points P1 and P2, torsion springs are provided to return the entire clutch arm 148 to the extended position shown in the upper part of FIG. 5 after the deflection. Figure 6 shows a schematic representation of a central buffer coupling according to the invention for a rail vehicle in a further preferred embodiment. The upper right part of FIG. 6 shows a central buffer coupling with Willison profile 174. The lower left part of FIG. 6 shows the central buffer coupling with Willison profile 174 in a lateral view. The lower right part of FIG. 6 shows a view from the direction of a clutch mechanism 176 of FIG

Central buffer coupling with Willison profile 174, in other words, on a side facing away from a receiving area 178 for storage on a rail vehicle. A coupling head 177 is hidden here. Clearly visible are the lever 160. The stops 164 are not shown in this embodiment. By actuating one of the levers 160, a position of a locking roller 180 is displaceable. By shifting a coupling rod 182 is tilted. The coupling rod 182 is connected to a locking shaft 184 such that this Tilting of the coupling rod 182 is rotatable. By rotation of the latch shaft 184, rotation of the clutch mechanism 176 relative to the remaining clutch arm 186 is released. In the upper left part of Figure 6, the coupling mechanism 176 and a pivot point P3 are shown schematically. By rotation of the locking shaft 184 is also the

Clutch mechanism open.

FIG. 7 shows a schematic representation of a rail vehicle according to the invention in a preferred embodiment. The rail vehicle 188 is a railroad car in this embodiment. This has in each case a central buffer coupling 146, 174 according to the invention at both of its ends. Railcar 188 may also be a locomotive in other embodiments. It is both a rail vehicle and two- or

Multi-rail vehicles affected by the invention. The invention also relates generally to track-bound vehicles, even if the term rail is an uncommon term in these contexts.

FIG. 8 shows a schematic representation of a rail traffic system according to the invention in a preferred embodiment. If reference symbols are used which are identical to those of one of the preceding figures, they describe identical features. The description in the respective figure then also applies to FIG. 8. The subfigures 8a to d show identical features in different states, so that not all the reference symbols are used consistently in each subfigure. FIG. 8a shows a first schematically indicated rail vehicle 190 and a second rail vehicle 192 according to the invention. For simplification only one axle 194 with two wheels 132, 196 is shown. The rail vehicles 190, 192 each comprise a central buffer coupling 146 according to the invention, which are engaged with one another in FIG. 8a. The coupled rail vehicles 190, 192 are located immediately in front of a rail switch 144 according to the invention, comprising a tongue device 130 according to the invention with two switch blades 88, 90 according to the invention and one associated stock rail 12, 14 each. The rail switch 144 further includes a

Turnout 198 according to the invention in a neutral position, as already described in Figure 1. The control mechanism 62 is set (see FIG. 1) in such a way that an actuation of actuating elements 18, 22 results in a deflection of the actuating elements

Control mechanism 62 upwards (analogously, this corresponds to a deflection to the left in Figure 1) has the consequence. The switch blades 88, 90 are in each case on the associated stock rail 12, 14 at. Figure 8d shows different track patterns behind the rail switch 144. The first

Rail vehicle 190 is to follow in FIG. 8a the lane course shown in FIG. 8d above, and the second rail vehicle 192 is to follow in FIG. 8a the lane course shown in FIG. 8d below.

FIG. 8b shows a first step of a setting operation of the rail switch 144. In the state shown, the first rail vehicle 190 with its wheels 132, 196 has run over the adjusting elements 18, 22 and, by comparison with the state of FIG. 8a, by approximately 180 ° in the direction the respective stock rail 12, 14 twisted. A resulting peripheral force has over one

Adjusting mechanism 60 with the control mechanism 62, the switch blade 90 such sections deflected that this represents in Figure 8b in sections 106, 108 different track profiles. These processes are described in detail in FIGS. 1 to 4, for example. The first rail vehicle 190 is already partially with the wheel 196 on the

Tongue tip 104, so that, although the first rail vehicle 190 has already passed the adjusting elements 18, 22, it is held in position. The spacing between the actuating elements 18, 22 and the tongue tips 104, 105 is designed accordingly. The torsion springs 58, 59 of the transfer drive 198, which is not shown in FIG. 8b, move the actuating elements 18, 22 back into the initial state of FIG. 8a. The control mechanism 62 is set in preparation for a next step by an external control not shown here (see Figure 1) that pressing the actuators 18, 22 in the next step a

Deflection of the control mechanism 62 down has the consequence.

This step is shown in FIG. 8c as a second step of the parking operation of the rail switch 144. In the state shown in FIG. 8c, analogously to the first rail vehicle in FIG. 8b, the second rail vehicle 192 with its wheels 132, 196 has run over and rotated the adjusting elements 18, 22. Due to the differently adjusted control mechanism 62, this has moved the switch tongue 90 downwards again in FIG. 8c and also deflected the switch tongue 88 downwards, so that, analogously to the state shown in FIG. 8b, different track patterns are also partially represented by the switch tongue 88. In the area of the tongue tips 104, 105, the track profiles are analogous to those described in FIG. 8b

Step, now maintained by the wheels 132, 196 of the second rail vehicle 192. The preceding first rail vehicle 190 guides the switch blades 88, 90 in accordance with the track pattern used by it with its wheels 132, 196. The rail vehicles 190, 192 thus follow different track patterns. This process is shown in more detail in FIG. 8d. Since the rail vehicles 190, 192 separate from one another in their respective tracks, but these are rigidly connected to the center buffer clutches 146, an offset d, which constitutes a deflection 172 of the

Central buffer couplings 146 causes. As described for example in FIG. 5, a sufficiently large deflection 172 causes one of the levers 160 to strike against a stop 164 assigned to it. According to the description of FIG. 5, the central buffer couplings 146 and the first and second rail vehicles 190, 192 are uncoupled.

Claims

claims

A transfer shifter (198) for a rail switch (144) comprising at least one

Back bar (12, 14) and at least one adjusting mechanism (60) which is adapted to transmit at least one actuating force on a switch blade (88, 90), further comprising at least one actuating element (18, 22), which is formed, the actuating force the positioning mechanism (60) to be transferred, wherein the Steltelement (18, 22) in a longitudinal direction (L) relative to the stock rail (12, 14) is arranged and a helical structure (24, 26) is formed, one in the Substantially in the longitudinal direction (L) relative to the actuating element (18, 22) via the helical structure (24, 26) moving load in a torque, characterized in that

the adjusting element (18, 22) is arranged next to the stock rail (12, 14), so that the load can be transferred to the helical structure (24, 26) via a wheel flange of a rail vehicle (150, 154, 188, 190, 192), when this travels the stock rail (12, 14).

2. shifter (198) for a rail switch (144) according to claim 1, characterized

characterized in that the helical structure (24, 26) is designed to withstand loads occurring in the

Essentially in opposite directions relative to the actuator (18, 22) via the actuator (18, 22) are moved to convert substantially opposite torques.

3. shifter (198) for a rail switch (144) according to one of claims 1 or 2, characterized in that the at least one adjusting mechanism (60) means for transmitting at least one at the at least one adjusting element (18, 22) can be tapped off peripheral force as a force on the at least one switch blade (88, 90).

4. shifter (198) for a rail switch (144) according to claim 3, characterized

in that the means comprise at least one driver element (66, 68) operatively connected to the at least one actuating element (18, 22).

5. transfer shifter (198) for a rail switch (144) according to claim 3 or 4, characterized

characterized in that the means comprise at least one control mechanism (62) on the drive side via the at least one driver element (66, 68) with the at least one actuating element (18, 22) and the output side with the at least one switch blade (88, 90) is operatively connected.

6. shunt (198) for a rail switch (144) according to one of claims 3 to 5, characterized in that the control mechanism (62) has a rotatable

Preset element with at least two tilting bars (84, 86).

7, switch blade (88, 90) for a rail switch (144) with sections (106, 108) of the switch blade (88, 90) in which independently different track patterns are formed, characterized in that

the switch blade (88, 90) has two or more subregions of increased elasticity (112, 114, 116, 118), each subregion of increased elasticity between each two

Partial areas with less elasticity (120, 122, 124, 126) is arranged

8. switch blade (88, 90) for a rail switch (144) according to claim 7, characterized

characterized in that the switch blade (88, 90) has over its length a cross-sectional profile whose ratio of a moment of area moment about a transverse axis (x) in FIG

Ratio to an area moment of inertia about a vertical axis (y) is between 41 and 6.

A tongue device (130) comprising at least one switch blade (88, 90) for a

Rail switch (144) according to one of claims 7 or 8 and at least one

Back bar (12, 14).

10. Tongue device (130) according to claim 9, characterized in that the

Tongue device (130) comprises at least one sliding element (134) for guiding the at least one switch blade (88, 90) and / or for receiving a load acting on the switch blade (88, 90).

11. Tongue device (130) according to claim 9 or 10, characterized in that a

Attachment portion of the switch blade (88, 90) and / or the stock rail (12, 14) is at least partially removed.

12. rail switch (144), comprising at least one turnout (198) for a

Rail switch (144) according to one of claims 1 to 6 and / or at least one

Tongue device (130) according to one of claims 9 to 11.

13. A central buffer coupling (146) for a rail vehicle (150, 154, 190, 192) comprising at least one coupling arm (148) which is movably mountable in at least one degree of freedom on the rail vehicle (150, 154, 190, 192), further comprising at least one coupling mechanism (152) for coupling the coupling arm (148) to a coupling arm of another rail vehicle (154), the coupling mechanism (152) being rotatably supported at a point (P2) on the coupling arm (148) and further comprising at least one locking mechanism (156)

characterized in that

the locking mechanism (156) is adapted to open and close the clutch mechanism (152) and to lock and release rotational movement in the point (P2), opening the clutch mechanism (152) and releasing the rotational movement when pivotal movement of the clutch Coupling arm (148) relative to the rail vehicle (150, 154, 190, 192) is carried out such that at least one in a

Pivoting range of the coupling arm (148) arranged stop (164) is achieved.

14. A central buffer coupling (146) for a rail vehicle (150, 154, 190, 192) according to claim 13, characterized in that the central buffer coupling (146) comprises means which are formed, the coupling arm (148) and / or the coupling mechanism (152 ) after a deflection (172) to a starting position to move back.

15. A rail vehicle (150, 154, 190, 192), comprising at least one central buffer coupling (146) for a rail vehicle (150, 154, 190, 192) according to one of claims 13 or 14.

16. Rail transport system comprising at least one rail vehicle (150, 154, 190, 192) according to claim 15 and / or at least one rail switch (144) according to claim 12.