EP3573873B1 - Sabot d'arrêt, capteur et procédé - Google Patents

Sabot d'arrêt, capteur et procédé Download PDF

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Publication number
EP3573873B1
EP3573873B1 EP18707284.8A EP18707284A EP3573873B1 EP 3573873 B1 EP3573873 B1 EP 3573873B1 EP 18707284 A EP18707284 A EP 18707284A EP 3573873 B1 EP3573873 B1 EP 3573873B1
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EP
European Patent Office
Prior art keywords
brake shoe
sprag
position determination
detected
sensor
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Active
Application number
EP18707284.8A
Other languages
German (de)
English (en)
Other versions
EP3573873C0 (fr
EP3573873A1 (fr
Inventor
Andreas Fischer
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Siemens Mobility GmbH
Original Assignee
Siemens Mobility GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Siemens Mobility GmbH filed Critical Siemens Mobility GmbH
Publication of EP3573873A1 publication Critical patent/EP3573873A1/fr
Application granted granted Critical
Publication of EP3573873C0 publication Critical patent/EP3573873C0/fr
Publication of EP3573873B1 publication Critical patent/EP3573873B1/fr
Active legal-status Critical Current
Anticipated expiration legal-status Critical

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61H—BRAKES OR OTHER RETARDING DEVICES SPECIALLY ADAPTED FOR RAIL VEHICLES; ARRANGEMENT OR DISPOSITION THEREOF IN RAIL VEHICLES
    • B61H7/00—Brakes with braking members co-operating with the track
    • B61H7/02—Scotch blocks, skids, or like track-engaging shoes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61H—BRAKES OR OTHER RETARDING DEVICES SPECIALLY ADAPTED FOR RAIL VEHICLES; ARRANGEMENT OR DISPOSITION THEREOF IN RAIL VEHICLES
    • B61H7/00—Brakes with braking members co-operating with the track
    • B61H7/02—Scotch blocks, skids, or like track-engaging shoes
    • B61H7/04—Scotch blocks, skids, or like track-engaging shoes attached to railway vehicles
    • B61H7/06—Skids
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61H—BRAKES OR OTHER RETARDING DEVICES SPECIALLY ADAPTED FOR RAIL VEHICLES; ARRANGEMENT OR DISPOSITION THEREOF IN RAIL VEHICLES
    • B61H7/00—Brakes with braking members co-operating with the track
    • B61H7/02—Scotch blocks, skids, or like track-engaging shoes
    • B61H7/10—Scotch blocks, skids, or like track-engaging shoes unattached
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61K—AUXILIARY EQUIPMENT SPECIALLY ADAPTED FOR RAILWAYS, NOT OTHERWISE PROVIDED FOR
    • B61K7/00—Railway stops fixed to permanent way; Track brakes or retarding apparatus fixed to permanent way; Sand tracks or the like
    • B61K7/16—Positive railway stops
    • B61K7/20—Positive wheel stops

Definitions

  • the invention relates to a sprag position determination sensor arrangement and associated methods.
  • a brake shoe is a three-dimensional body made of metal for braking / stopping rail vehicles. It is placed between the wheel of the rail vehicle and the top of the rail.
  • a rail vehicle wheel drives onto a sprag
  • the rail vehicle wheel continues to rotate on the sprag.
  • the sprag is taken along by the rail vehicle wheel in the direction of travel of the rail vehicle.
  • the pressure of the rail vehicle wheel on the wheel chock causes increased friction between the wheel chock surface facing the rail (underside) and the upper side of the rail, which leads to a reduction in the speed of the rail vehicle up to the point where the rail vehicle comes to a complete standstill.
  • the profile of the underside of the sprag and the profile of the top of the rail are matched to prevent canting or derailing and to achieve optimal friction braking effect.
  • a large number of three-dimensional sprag bodies have been in use for more than 100 years. Drag shoes are particularly important in shunting technology for rail vehicles.
  • the wheel chocks also serve to secure a stationary rail vehicle against rolling.
  • brake shoes connected to a brake shoe connecting element (rod), in which case one brake shoe body is placed on the left rail and the other brake shoe body is placed on the right rail of the pair of rails of the track.
  • the document NL 6 616 684 A describes stationary braking systems for railroad cars using a sliding braking system.
  • the system comprises a sprag (hereafter brake shoe) placed on a rail and equipped with an electrical switch located near the rail.
  • the brake shoe and rail have interlocking guides that guide the brake shoe on all sides with a lock lengthways along the rail.
  • the document DE 587 787 C describes a control device for chock brakes in shunting systems with a remote-controllable movable guide rail that brings the chock into the braking position and rest position and a chock that can be moved by an electric motor along the braking and avoidance route.
  • the guide rail is provided with auxiliary contacts, which are closed by the guide rail when it moves into the rest position. The electric motor for returning the brake shoe to the beginning of the braking distance is activated.
  • the document SU 1 733 309 A1 describes another drag detection arrangement.
  • the task for sprags laid out on rails is therefore to monitor the position of a moving sprag to be detected as precisely as possible.
  • a sprag position determination sensor arrangement according to the features of patent claim 1, which comprises a plurality of sprag position determination sensors that are used for the position detection of sprags and wherein the sprag position determination sensor arrangement is designed in such a way that the individual sprag position determination sensors are to be laid parallel to the rail or the pair of rails .
  • the object is also achieved by a method for determining the sprag position of a sprag according to the features of patent claim 3, wherein the sprag position is determined by a sprag position determination sensor laid on a rail or a pair of rails.
  • the current position of one, a large number of or even all of the chocks laid out in a marshalling yard can be monitored using an evaluation device.
  • This possibility of monitoring the position of sprags or the lack of sprags at required positions can be used to issue warning messages or to intervene in the (semi) automated process when shunting at the marshalling yard or in sidings.
  • the sprag element to be detected is branched off from the sprag body.
  • the three-dimensional shape or the surface of the sprag element to be detected can be designed as desired, so that the position detection by the sprag position determination sensor or the sprag position determination sensor arrangement is facilitated.
  • the sprag is designed for use on a pair of rails and comprises two separate sprag bodies which are connected to one another by a sprag connecting element.
  • the sprag element to be detected is attached to the sprag connecting element, preferably centrally, such that the surface of the sprag element to be detected by the sprag position detection sensor is aligned parallel to the sprag bodies when used between a pair of rails.
  • FIG. 12 shows a schematic representation of a sprag for use on a pair of rails with two separate sprag bodies connected by a sprag connector, wherein a sprag member to be detected is attached to the sprag connector.
  • the figure 2 shows the stumbling block in a schematic representation figure 1 and a drag position detecting sensor.
  • the figure 3 shows a schematic representation of a sprag position determination sensor arrangement.
  • FIG. 12 shows, in a schematic representation, the functioning of the position detection of a moving sprag by a sprag position determination sensor arrangement.
  • FIG. 1 shows a sprag 1 for use on a pair of rails 10 with two separate sprag bodies 2 connected by a sprag connector 3, wherein a sprag member 4 to be detected is attached to the sprag connector 3.
  • the rigid drag shoe connector 3 is a rod with which the two sprag bodies 2 are mechanically connected.
  • a sprag element 4 to be detected by a sprag position detection sensor 5 (not shown in this figure) is attached to the rod 3 approximately centrally between the two sprag bodies 2 .
  • This sprag element 4 to be detected is branched off from the rod 3 .
  • This branch can be designed as a tongue or extension of the sprag connecting element 3 .
  • the sprag element 4 to be detected has an elongated shape, with the longitudinal direction of the sprag element 4 to be detected being aligned approximately parallel to the two rails 9 of the pair of rails 10 . Exact parallelism between the sprag element 4 to be detected and the rail 9 / pair of rails 10 is not important. It is essential that the sprag element 4 to be detected has a sufficiently large surface and such mechanical, electrical, magnetic and/or optical properties that enable the sprag position determination sensor 5 (not shown) to reliably detect the sprag element 4 to be detected. It is not important for the reliable position detection of the sprag element 4 to be detected that it is attached to the rod 3 in the middle.
  • the figure 2 shows the drag 1 off figure 1 and a sprag position detecting sensor 5.
  • the sprag position detecting sensor 5 is mounted on a track sleeper for safe locking and consists of a sensor element 6 and a sensor detector 7.
  • the wheel chock element 4 to be detected moves between the sensor element 6 and the sensor detector 7.
  • the function of the sensor element 6 and sensor detector 7 for detecting the position of the sprag element 4 to be detected can be based, for example, on optical properties of the sprag element 4 to be detected and on optical measurement principles.
  • the sensor element 6 can be formed by a laser diode.
  • the sensor detector 7 is adapted to the detection of the radiation emitted by the laser diode with regard to its detection. If there is no sprag element 4 to be detected between sensor element 6 and sensor detector 7, the detection of the laser radiation in sensor element 7 leads to the output of a first signal, which is interpreted and output by an evaluation unit (not shown) as "no sprag present at this position". If the wheel chock 1 or the wheel chock element 4 to be detected is passed through the space between the sensor element 6 and the sensor detector 7 as a result of being carried along by the rail vehicle, the laser radiation is blocked and its detection by the sensor detector 7 is blocked, which results in the output of a second signal, which is is interpreted and output by the evaluation unit, not shown, as "snag present at this position".
  • the renewed detection of the laser radiation in the sensor element 7 leads to the renewed output of the first signal, which is then in turn transmitted by a non evaluation unit shown is interpreted and output as "no stumbling block present at this position".
  • a chock position detection sensor 5 can therefore be used to determine whether a chock is in the position of the Drag shoe position determination sensor 5 is or is not.
  • the sprag 1 For the function of the invention, i.e. the reliable detection of the position of a stationary or moving sprag 1, it is neither necessary for the sprag 1 to consist of two mechanically interconnected sprag bodies 2, nor for the sprag element 4 or sprag position determination sensor 5 or sprag position determination sensor arrangement to be detected 8 are located between the pair of rails 10 in the track.
  • the determination of whether a sprag 1 or a sprag element 4 to be detected is located at the position of the sprag position determination sensor 5 or not can also be carried out with other sensors based on optical measuring principles.
  • Various optical sensors for example other light barriers (apart from laser diodes/laser diode detectors), light grids, laser scanners, etc. with the associated detection devices, are known to the person skilled in the art.
  • Proximity initiators etc. or identification sensors (oscillating circuits, Sofis) or switching contacts (spring contacts etc.) are known here, for example, if the sprag element to be detected consists of metal.
  • Sensor element 6 and sensor detector 7 can also be located on the same side in relation to sprag element 4 to be detected. Then, for example in the case of methods based on optical measuring principles, the detected reflection of laser radiation by the sprag element 4 to be detected is detected by the sensor detector 7 and forwarded for evaluating the sprag position.
  • the figure 3 shows a sprag position determination sensor arrangement 8 consisting of two sprag position determination sensors, namely the sprag position determination sensor 5 and the second sprag position determination sensor 11.
  • the sprag position determination sensor 5 consists in turn of the sensor element 6 and the sensor detector 7, which, for example, as in figure 2 described, can be designed as a laser diode and laser diode detector.
  • the second brake shoe position determination sensor 11 consists of the second sensor element 12 and the second sensor detector 13. Structure and functioning of the brake shoe position determination sensor 5 and the second brake shoe position determination sensor 11 are identical and already with regard to figure 2 explained.
  • the second sprag position determination sensor 11 is offset in the direction of travel of the rail vehicle and thus in the direction of movement of the sprag 1 (both not shown here) in relation to the sprag position determination sensor 5 . If a rail vehicle or a sprag element 4 to be detected (not shown) first passes the sprag position determination sensor 5 and then the second sprag position determination sensor 11, the in figure 2 described second signal, which represents the position of the sprag at the position of the associated sprag position determination sensor, is first output to the sprag position determination sensor 5 and only later to the second sprag position determination sensor 11 to the evaluation unit. A quasi-continuous position detection of the moving sprag 1 can then take place on the evaluation unit and be used for further monitoring tasks.
  • the figure 4 shows the function of the position detection of a moving sprag 1 by a sprag position determination sensor arrangement 8 consisting of five sprag position determination sensors (5, 11, 14, 15, 16).
  • the structure and mode of operation of the sprag position determination sensors is identical to the description in Figure 2 and Figure 3 .
  • the one taken along by the rail vehicle passes at a time t 1 Sprag 1 or the sprag element 4 to be detected the sprag position determination sensor 5.
  • a corresponding signal output representing this position is carried out by the sprag position determination sensor 5 to an evaluation unit.
  • the chock 1 carried along by the rail vehicle or the chock element 4 to be detected passes the second chock position determination sensor 11.
  • a corresponding signal output representing this position is carried out by the second chock position determination sensor 11 to an evaluation unit.
  • the sprag position determination sensor 5 outputs a signal to the evaluation unit which represents that no sprag element 4 to be detected is detected by the sprag position determination sensor 5 at time t 2 .
  • the chock 1 carried along by the rail vehicle or the chock element 4 to be detected passes the third and fourth chock position determination sensor 14, 15.
  • a corresponding signal output representing this position is transmitted by both the third and fourth chock position determination sensor 14, 15 to a Evaluation unit carried out.
  • the sprag position determination sensor 5 and the second sprag position determination sensor 11 each emit a signal to the evaluation unit which represents that no sprag element 4 to be detected is detected by the sprag position determination sensor 5 and the second sprag position determination sensor 11 at time t 3 .
  • the position of a moving sprag element 4 to be detected (sprag 1) can be determined quasi-continuously and output to an evaluation unit and/or monitoring unit connected to the evaluation unit for control purposes.
  • the number of brake block position determination sensors to be implemented per track section is a question of dimensioning, as is the number of tracks equipped with brake block position determination sensors to be implemented, e.g. of a marshalling yard.
  • the evaluation unit and/or monitoring unit generally receives the position detection reports from all drag shoe position determination sensors. From these position detection reports, a graded reaction with regard to the changes in the positions of wheel brakes can be triggered in the evaluation unit/monitoring unit. For example, warning messages can be triggered or a manual and/or automatic intervention in the hump operation of track hump systems can be triggered. Such monitoring/interventions are advantageous, for example, when maneuvering in a marshalling yard.
  • the core of the invention is not limited to the configurations shown in the figures and correspondingly described.
  • a single sprag body 2 could also form the complete sprag 1, which is then only laid on one of the rails 9 of the pair of rails 10.
  • the blocking shoe body 2 itself could also form the blocking shoe element 4 to be detected.
  • the sprag element 4 to be detected is also branched off from the sprag body 2 in such a sprag 1 consisting only of a sprag body 2, so that a sufficiently large surface area is available for position detection and/or the sprag element 4 to be detected with such Mechanical, electrical, magnetic and / or optical properties can be provided that enable reliable position detection.
  • the branched off sprag element 4 to be detected forms, so to speak, a tongue or an extension of the sprag body 2.
  • the sprag position determination sensor 5 or the sprag position determination sensor arrangement 8 can also be located exclusively on one side in relation to the sprag element to be detected.
  • the sprag position determination sensor 5 or the sprag position determination sensor arrangement 8 can be arranged close to a rail 9 both between the pair of rails 10 and outside of the pair of rails 10 on the outside of a rail 9 .
  • the proposed invention is not only suitable for detecting the position of wheel chocks 1 that are taken along by rail vehicles that are running properly.
  • the proposed invention can also detect unrolling by placing a sprag 1 in front of a wheel of the rail vehicle. If an unrolling rail vehicle takes such a brake shoe 1 with it and this brake shoe 1 or its brake shoe element 4 to be detected passes a brake shoe position determination sensor 5 located close to the position of the parked rail vehicle, this unrolling can be detected immediately, a warning issued and safety measures to catch the unrolled rail vehicle be triggered immediately. In this way, the invention allows a reliable check for the presence of a track closure.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
  • Braking Arrangements (AREA)

Claims (5)

  1. Système (8) à capteurs de détermination de la position d'un sabot d'arrêt, comprenant une pluralité de capteurs de détermination de la position d'un sabot d'arrêt, comprenant au moins
    • un capteur (5) de détermination de la position d'un sabot d'arrêt et
    • un deuxième capteur (11) de détermination de la position d'un sabot d'arrêt, qui est conçu pour la détection de positions de sabots (1) d'arrêt par un élément (4) de sabot d'arrêt à détecter,
    • de manière à ce que les divers capteurs (5) de détermination de la position d'un sabot d'arrêt puissent être posés parallèlement au rail (9) ou la paire (10) de rails, et
    • de manière à ce que le deuxième capteur (11) de détermination de la position d'un sabot d'arrêt soit, dans le sens de marche du véhicule ferroviaire, et ainsi dans le sens de déplacement du sabot (1) d'arrêt, décalé par rapport au capteur (5) de détermination de la position d'un sabot d'arrêt,
    caractérisé en ce que
    l'élément (4) de sabot d'arrêt du sabot d'arrêt s'adapte à un instant, tant au capteur (5) de détermination de la position d'un sabot d'arrêt qu'également au deuxième capteur (11) de détermination de la position d'un sabot d'arrêt.
  2. Système (8) à capteurs de détermination de la position d'un sabot d'arrêt suivant la revendication 1, qui est conçu de manière à ce que l'élément (4) à détecter du sabot d'arrêt, qui est monté, de préférence au milieu, sur l'élément (3) de liaison de sabot d'arrêt, soit monté de manière à ce que la surface, à détecter par le capteur (5) de détermination de la position d'un sabot d'arrêt, de l'élément (4) du sabot d'arrêt soit dirigée parallèlement au corps (2) du sabot d'arrêt, lors de l'insertion entre une paire (10) de rails parallèlement aux rails (9),
    dans lequel le sabot (1) d'arrêt, dont la position doit être détectée, est conçu pour l'utilisation sur une paire (10) de rails et comprend deux corps (2) distincts de sabot d'arrêt, qui sont reliés entre eux par un élément (3) de liaison de sabot d'arrêt.
  3. Procédé de détermination de la position de sabots d'arrêt d'un sabot (1) d'arrêt par un élément (4) détecter de sabot d'arrêt au moyen d'un système (8) à capteurs de détection d'un sabot d'arrêt suivant l'une des revendications 1 ou 2.
  4. Procédé de détermination de la position de sabot d'arrêt d'un sabot (1) d'arrêt suivant la revendication 3, dans lequel un système (8) à capteurs de détermination de la position d'un sabot d'arrêt suivant l'une des revendications 1 ou 2 est posé sur un rail (9) ou sur une paire (10) de rails.
  5. Procédé d'exploitation des positions de sabots d'arrêt détectés par un système (8) à capteur de détection de la position d'un sabot d'arrêt suivant la revendication 1 ou 2, dans lequel on effectue l'analyse dans une unité d'analyse reliée à ce système (8) de détermination de la position d'un sabot d'arrêt.
EP18707284.8A 2017-03-10 2018-02-13 Sabot d'arrêt, capteur et procédé Active EP3573873B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102017204024.6A DE102017204024A1 (de) 2017-03-10 2017-03-10 Hemmschuh, Sensor und Verfahren
PCT/EP2018/053507 WO2018162181A1 (fr) 2017-03-10 2018-02-13 Sabot d'arrêt, capteur et procédé

Publications (3)

Publication Number Publication Date
EP3573873A1 EP3573873A1 (fr) 2019-12-04
EP3573873C0 EP3573873C0 (fr) 2023-06-07
EP3573873B1 true EP3573873B1 (fr) 2023-06-07

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ID=61283187

Family Applications (1)

Application Number Title Priority Date Filing Date
EP18707284.8A Active EP3573873B1 (fr) 2017-03-10 2018-02-13 Sabot d'arrêt, capteur et procédé

Country Status (4)

Country Link
EP (1) EP3573873B1 (fr)
DE (1) DE102017204024A1 (fr)
RU (1) RU2725865C1 (fr)
WO (1) WO2018162181A1 (fr)

Families Citing this family (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN109204372A (zh) * 2017-07-06 2019-01-15 王荣英 一种智能铁鞋系统
DE102019127371A1 (de) * 2019-10-10 2021-04-15 Deutsche Bahn Ag Hemmschuh für Schienenfahrzeuge
CN110901686B (zh) * 2019-11-20 2020-11-13 淮南创大实业有限责任公司 防跑车装置
CN110901685B (zh) * 2019-11-20 2020-11-13 淮南创大实业有限责任公司 防跑车装置
CN115195808A (zh) * 2022-07-22 2022-10-18 首钢集团有限公司 一种铁路安全止挡装置

Citations (1)

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Publication number Priority date Publication date Assignee Title
SU1733309A1 (ru) * 1988-12-01 1992-05-15 Новосибирский Институт Инженеров Железнодорожного Транспорта Путевой извещатель проследовани железнодорожного транспортного средства

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Publication number Priority date Publication date Assignee Title
NL65687C (fr) * 1900-01-01
DE421091C (de) * 1923-09-19 1925-11-05 Fernand Deloison Hemmvorrichtung fuer Eisenbahnwagen
US1552942A (en) * 1924-12-24 1925-09-08 Lory M Moore Rail lock or car stop
DE558077C (de) 1930-10-11 1932-09-03 Wilhelm Von Lackum Zweischieniger Bremsschuh mit Rollen und Bremsplatte
DE587787C (de) * 1932-04-16 1933-11-08 Siemens Schuckertwerke Akt Ges Einrichtung zur Steuerung von Hemmschuhbremsen in Rangieranlagen
NL6616684A (fr) * 1966-11-26 1968-05-27
CN201036996Y (zh) * 2007-04-15 2008-03-19 刘信 电子智能防溜铁鞋
DE102008021217B3 (de) 2008-02-18 2009-08-06 Rawie Gmbh & Co. Kg Vorrichtung zum Abbremsen eines auf zwei parallelen Fahrschienen fahrbaren Schienenfahrzeuges
DE202010002778U1 (de) 2010-01-18 2011-05-26 Becorit GmbH, 45659 Hemmschuh für Schienenfahrzeuge
RU2469893C1 (ru) * 2011-06-15 2012-12-20 Николай Иванович Кузин Электростатический рельсовый тормоз

Patent Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
SU1733309A1 (ru) * 1988-12-01 1992-05-15 Новосибирский Институт Инженеров Железнодорожного Транспорта Путевой извещатель проследовани железнодорожного транспортного средства

Also Published As

Publication number Publication date
EP3573873C0 (fr) 2023-06-07
EP3573873A1 (fr) 2019-12-04
WO2018162181A1 (fr) 2018-09-13
RU2725865C1 (ru) 2020-07-06
DE102017204024A1 (de) 2018-09-13

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