ES2537156B1 - FOLDING CHAIR OF TRAIN REVERSE CONTROL - Google Patents

Abstract

Folding chair for train recoil control consisting of a set of components operatively linked to each other, formed by metal profiles that have at least one fixing means; a simple valve with recovery spring, a standard semi-coupling of brake, a pedal, a horn, a button or pedal located between both measures with the horn and a high intensity focus.

Description

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DESCRIPTION

Folding chair for train recoil control.

TECHNICAL SECTOR

The present invention is part of the railway safety sector, within the train circulation control means.

STATE OF THE TECHNIQUE AND PROBLEMS TO BE SOLVED

At present there are safety regulations in force by which trains should not go back without taking a series of measures tending to perform the maneuvers safely and replace the lack of visibility of the driver, which is queued for the direction of movement, especially taking into account that some trains can be up to 700 meters long, which implies a large number of wagons and weight with the consequent lack of visibility by the position of the driver with respect to the front of the convoy, distance, constructions on the route or Wagons of the same train that interfere with cornering visibility.

For this reason, railroad personnel are placed in the tail car (if it has the appropriate place and with sufficient personal safety guarantees) or accompanies on foot next to the train that goes back, transmitting to the driver the orders of advance and stop that were necessary, either by hand signals or by station in direct communication with the driver. In no case should the speed exceed 20 km / h.

The maneuvers inside a station, in general, do not suppose many inconveniences, given the short distance to travel in each movement, except stations with special particularities or considerable dimensions. In cases of maneuvering towards remote sidings several kilometers away or in the case of trains retreating to a previous station for not being able to continue the normal march (for example: due to impotence of the locomotive to climb some ramp of the route, due to failure of a previous train , due to the interception of the road - due to floods, landslides, lane breakage-), this procedure becomes practically unfeasible, due to the large amount of time needed to travel these distances and due to the lack of security when stopping the train if necessary, in addition to the low speed possible to reach (20 km / h or man step, if the one accompanying the train goes on foot). In those cases, it is necessary to send another locomotive to the tail of the stopped train to help it, a locomotive that is not always available close to the place of the incident, so the times to free the track lengthen much more than what it would be desirable, with the consequent economic cost and in time for the delays caused to the same train and others, in addition to the cost and setbacks involved in the use of said locomotive and relevant personnel.

According to the Spanish rules of current train traffic, a pushed train can exceed the speed of 20 km / h only if a series of requirements are met, and they are the following:

You can drive at 100 km / h if the driver is located in the first vehicle in the direction of movement, if you have a whistle and high intensity focus (if it is night or there are tunnels) if you have direct communication with the driver who pushes , if the automatic braking of the entire composition can be activated from said first vehicle and when the braking is cut the traction of the locomotive that pushes.

You can drive at 50 km / h if the driver is located in the first vehicle in the direction of movement, if you have a whistle, if you have a high intensity focus (if it is night or there are tunnels), if you have direct communication with the driver who pushes and if he has the emergency brake control of the entire composition.

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Therefore, given the difficulty that currently exists to meet all these conditions, the circulation of maneuvers to remote sidings several kilometers away is being done in most cases by placing the locomotive first in the direction of the movement of the following shapes:

- or using two locomotives simultaneously, one in the head and the other in the queue, always using as a traction the one that goes first in the direction of the movement, which is economically unprofitable, due to the high costs and time involved in the utilization of the same, it may not be possible because there is just no second locomotive or the place where the convoy is located does not allow the necessary maneuvers.

- or by passing the locomotive to the head. This procedure is not very agile and expensive in time and economic means, since many minutes are lost in passing the locomotive from head to tail and vice versa every time it is necessary to reverse the direction of travel and it is not always possible to perform.

OBJECT OF THE INVENTION

The object of the present invention consists of a FOLDABLE TRAIN BACK CONTROL CHAIR consisting of a set of components operatively linked to each other that make up a novel product that solves the problems described above in a simple and practical way since it can be used both in operations of recoil of trains as in maneuvers to deposit material in private sidings and derivations. It allows you to go back any train, regardless of its length and route to travel, with the required safety guarantees, according to what is required by the current regulations on train traffic, and with an acceptable speed for cases of maneuvers or setbacks by incident (maneuvers by incidence : it is when a train cannot continue the normal march, for example, because of the impotence of the locomotive to climb a ramp along the route, due to a breakdown of a previous train, due to the interception of the road due to flooding, landslides, blockage or lane breakage).

It provides a high economic saving by suppressing many hours of maneuvers tending to change the locomotive from head to tail and, in turn, saving in times of delays produced to other trains in cases of incidents in the march, because it allows to withdraw the train quickly and safely the way it occupies, and avoids the use of a second locomotive.

Said folding chair is installable on the back of the last carriage of the formation, so when the train goes back, the chair will be in front of the formation, complying with the safety regulations mentioned for the recoil at a higher speed because it provides a safe place, with the best visibility for the operator who could have control of the train brake as well as being able to make use of a whistle or horn and a spotlight to warn pedestrians and vehicles that could interfere in the progress of said train, both day and day night, being communicated directly by radio with who runs the locomotive that will be behind the formation.

This chair is installed and fixed on the traction hook, which is a common element to any type of train carriage, affirming it by means of at least one fixing device, for example a walrus type adjustment, in a fast and safe way. This chair is foldable and lightweight because it is constructed of aluminum or other resistant and lightweight material. It has a device or pedal that controls a valve connected to the train's brake line by means of a standard brake half-coupling.

At the entrance to said valve there are two outlets for compressed air that are connected through its corresponding tube: one to the horn that has an intermediate button

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that when pressed it opens the flow of pressurized air towards it making it work; and another for the activation of the high intensity focus that has an intermediate button that, when pressed, makes it work by allowing the passage of compressed air. If necessary, the focus will be activated by the action of a battery.

The brake pedal when operated with the foot will cause the valve to close, which will release the brake and allow the train to move forward. By default, for safety reasons, when fixing said chair, the brake control valve (which is initially open) is connected to the air intake of the brake pipe itself, so that the train will be braked because the opening of said pipe because the chair pedal is not pressed. This way it will be necessary for the operator to be in position and keep the pedal pressed constantly to produce the closing of the valve and so on! keep the brake off. This allows the train to brake automatically in case of operator fading or another reason that prevents it from continuing to press the pedal, since the pedal is in a more advanced position than the normal position of the feet in the sitting position. of the operator, which forces him to stretch his leg a little to reach it and operate it, so that in case of operator fading the foot will fall by gravity releasing the pedal and therefore activating the train brake and decoupling the traction of the locomotive - since most of the locomotives have the automatic traction cut when an emergency braking occurs -.

Being a foldable and lightweight device, it will allow all locomotives to carry one in their endowment, complementing with a portable station. This will allow maneuvers to be carried out on sidings located at considerable distances, saving a lot of time, human and material resources, perfectly complying with the current norms for the safety in the retreat of train formations, all of which denotes the great importance of the present invention.

BRIEF DESCRIPTION OF THE DRAWINGS

In order to better explain the object of the invention, it has been illustrated with several schematic figures, in one of its preferred embodiments, which assume a demonstrative example character not limiting its scope, such that:

Figure 1 is a perspective view of the right side of the deployed chair.

Figure 2 is a left perspective view of the deployed chair.

Figure 3 is a perspective view showing the chair placed on the hook of a carriage - only the end of the carriage in which the hook, which is between the stops, on which the chair was fixed, has been schematized.

Figure 4 is a view showing the chair placed at one end of a carriage - only the hook of the carriage end on which the chair is fixed has been schematized.

Figure 5 is a diagram showing the components that use the compressed air of the train and its connections.

DETAILED DESCRIPTION OF THE INVENTION

In order that the present invention can be clearly understood and easily brought to practical realization in its fundamental idea, a precise description of a preferred embodiment will be given, referring thereto to the drawings schematics that accompany and form part of it, taking into account that in all figures the same reference numbers indicate the same or corresponding elements; the whole with a purely illustrative example and in no way limiting the invention, being:

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Figure 1 is a perspective view of the unfolded chair in which each element is seen in its respective working position but in which the hook of the train carriage has not been included in order to clearly appreciate the disposition of said elements. You can see the support area (1) composed of a sheet of a semi-rigid material supported by its edges on two side bars (of which we appreciate the (2) and a rear (not visible), and two separate gray hair on the front (3 and 3 '); the armrests (4 and 4') and the extendable backrest (5). From the structure that supports the support area you can see the vertical support stops (6 and 6 ') that are joined by its upper end to a perpendicular crossbar (7) that is inserted on both sides in the respective front crossbars (3 and 3 ') of the seat within which it rotates to be able to fold or unfold, and by its lower end they are fixed to the longitudinal crossbar main (8) presenting a reinforcement (9) of said fixation that also allows the tubes to pass inside (10 and 10 '' are observed) that transport compressed air towards the rear of the horn (11) and to the lamp or lantern (12) from the valve (13) presenting its respective conduit (14) I which is connected to the main compressed air tube of the car by means of a standard brake half coupling (15). We can appreciate the button (16) that controls the horn (11), the pedal (17) that controls the brake valve (13), the fixed footrest (18), the means of attachment and fixation with an inverted U shape ( 19) with its adjustment screw (20) that fixes the chair to the carriage hook, the retractable rear part (21), of the crossbar (8), which is related to the fixing means or walrus (22) causing the rear adjustment of the chair and providing one more point of anchorage to the rod corresponding to the hook of the carriage, said fixing means (22) being fixed by its upper part to the middle part of the rear profile of the chair. The parts corresponding to the seat belt (23 and 23 ') are also appreciated.

Figure 2 is a perspective view of the opposite side of the unfolded chair in which each element is seen in its respective working position but in which the hook of the train carriage has not been included in order to clearly appreciate the arrangement of said elements. You can see the support area (1) composed of a sheet of a semi-rigid material supported by its edges on two side bars (of which we appreciate the (2) and a rear (not visible), and two separate gray hair on the front (3 and 3 '); the armrests (4 and 4') and the extendable backrest (5). From the structure that supports the support area you can see the vertical support stops (6 and 6 ') that are joined by its upper end to a perpendicular crossbar (7) that is inserted on both sides in the respective front crossbars (3 and 3 ') of the seat within which it rotates to be able to fold or unfold, and by its lower end they are fixed to the longitudinal crossbar main (8) presenting a reinforcement (9) of said fixation that also allows the tubes to pass inside (10, 10 '' and 10 '' 'are observed) that carry compressed air towards the rear of the horn (11) and to the lamp or lantern (12) from the valve (13) that presents its respective conduit (14) by means of which it is connected to the main compressed air tube of the car by means of a standard brake half coupling (15). We can appreciate the button (16) that controls the horn (11), the pedal (17) that controls the brake valve (13), the U-shaped clamping and fixing means (19) with its adjusting screw ( 20) that fixes the chair to the hook of the carriage, the retractable rear part (21), of the crossbar (8), which is related to the fixing means or walrus (22) causing the rear adjustment of the chair and providing a further point anchoring to the rod corresponding to the carriage hook, said fixing means (22) being fixed at its top to the middle part of the rear profile of the chair. The parts corresponding to the seat belt (23 and 23 ') are also appreciated.

Figure 3 is a perspective view showing the chair placed on the hook (24) of a carriage, in which only the end of the carriage in which the hook that is between the stops (25 and 26) is shown ), on which the chair is fixed by means of walrus type fixing means (19 and 22)

Figure 4 is a view showing the right side of the deployed chair, where

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We can see each element in its respective working position, and in which the hook (24) of the train carriage has been included to clearly appreciate the link between it and the related elements. For clarity only some elements are indicated. We appreciate the means of fastening and fixing U-shaped walrus type (19) with its adjustment screw (20) that fixes the chair to the carriage hook (24), the retractable rear part (21), of the crossbar (8) , which is related to the fixing means (22) causing the rear adjustment of the chair and providing one more point of anchorage to the rod (27) of the hook (24), said fixing means (22) being fixed by its upper part to the middle part of the rear profile () of the chair. We also appreciate the horn (11) the horn (11 '), the valve (13) that has its respective conduit (14) through which it is connected to the main compressed air tube of the carriage by means of a brake half-coupling standard (15). The control button (28) of the bulb or flashlight is also observed.

Figure 5 is a diagram showing the components of the circuit that uses the compressed air of the train, and its connections, where we can see the connection pipes (10, 10 '', 10 '' 'and 10' '' are observed ') that carry compressed air and the different related elements: the horn (11) and the lamp or lantern (12), the valve (13) that presents its respective conduit (14) through which it is connected to the main compressed air tube of the wagon by means of a standard semi-brake coupling (15). We can see the buttons (16 and 28) that control the horn (11) and the flashlight (12), and the pedal (17) that controls the brake valve (13).

It is logical to assume that when this invention is put into practice, modifications may be introduced in terms of construction, materials and form thereof, but as long as it does not deviate from the fundamental principles that are clearly specified in the clauses that follow then

Claims (2)

5 10 fifteen twenty ES 2 537 156 A1 1. FOLDABLE TRAIN BACK CONTROL CHAIR characterized in that it comprises a set of components integrated by a folding chair linked to a support formed by metal profiles that has at least one fixing means; a simple valve with a recovery spring linked, at its inlet end, to a pipe that has at its other end a standard brake half-coupling, a pedal linked to the valve and related to the passage of compressed air through the same, a horn, connected to a compressed air outlet that is located at the air inlet of the valve that controls the brake, and a button or pedal located between them and related to the passage of compressed air through the pipe that connect the compressed air outlet with the horn; a high intensity focus, connected to an outlet of compressed air that is located in the air inlet of the valve that controls the brake, and a button or pedal located between them and related to the passage of compressed air through the pipe which connects the compressed air outlet with the high intensity focus. 2. FOLDING TRAIN BACK CONTROL CHAIR according to claim 1 characterized in that at least one fixing means is connected to the standard hook of the train car;