JPS589027B2 - Freight car acceleration/deceleration device - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a freight car speed adjusting device in a rail yard, and particularly to a freight car acceleration/deceleration device that is simple, highly efficient, and provides highly accurate speed control.

In recent years, various methods for controlling the speed of freight cars in railway yards have been proposed and put into practical use.

Typical examples include a target shooting method, a hydraulic acceleration/deceleration unit method, and a linear motor evening method.

The target shooting method is a so-called predictive control method in which the retarder (brake shoe is pressed against the side of the wagon wheel) is set based on factors such as the weight of the freight car, running resistance, wind direction, wind speed, and the fullness of the journal line (how clogged the freight car is). An electronic computer calculates the target escape velocity of the vehicle (which performs braking action),
The braking pressure of the retarder is adjusted according to the command.

When a freight car passes through this retarder, it is decelerated to a predetermined escape speed, and then runs freely and reaches a speed of 3.6 to 7
．． It connects at a speed of 2km/h.

Next, with the hydraulic acceleration/deceleration unit method, when the flange of a freight car wheel steps on a hydraulic acceleration/deceleration unit installed at appropriate intervals (usually 1.5 to 2.5 m intervals) within the journal line, acceleration or deceleration force is generated. This causes the freight cars to run at a nearly constant speed.

In other words, if a freight car is approaching at a slower speed than the set speed (usually 5 km/h), it will accelerate, and if a freight car is approaching at a high speed, it will decelerate, and the speed will normally reach 3.6 to 7.2 km/h. This system allows the train to travel to the stationary freight cars and connect them while maintaining the same speed.

Next, in the evening linear motor system, a linear motor motor, which is waiting near the entrance of the journal, automatically detects the approach of a freight car, captures its wheels, and maintains a constant speed until just before the stationary freight car.
After transferring at a speed of 14 km/h (normally 14 km/h), the built-in brake system of the linear motor car is used to achieve a predetermined release speed (normally 5 km/h).
The train slows down to a maximum speed of 3.2 km/h (m/h) and launches, and is connected to the parked freight car at the permissible connection speed (usually 3.6 to 7.2 km/h).

On the other hand, the linear motor car reverses itself and runs toward the journal line entrance, and if it detects the next freight car on the way, it captures and controls that freight car in the same way as above, and if it does not detect it, it runs toward the journal line entrance. It stops at a fixed point and waits for the next freight car to enter.

In addition to these three systems, there are various automated devices that have recently been developed for controlling the speed of freight cars within the journal line, such as screw boosters, screw retarders, and carp pullers.

Each of these methods has advantages and disadvantages, and the current situation is that the optimal freight car speed control method has not yet been established.

In other words, the target shooting method uses a retarder, a device with a large braking force, to brake the freight car.
Although the cycle time is short and the freight car processing capacity can be increased, the control accuracy of freight car speed is poor due to predictive control.

It is particularly susceptible to environmental and geographical factors such as wind and slope.

Furthermore, the electronic computer that plays a central role in control is also required to have a large capacity.

On the other hand, the hydraulic acceleration/deceleration unit system continuously accelerates when the freight car speed is slow and decelerates when it is fast, so the control accuracy is relatively good, and the freight car processing capacity is also relatively high. Since a large number of devices must be installed within a building, maintenance of the devices is difficult, and the noise generated when the wheels come into contact is loud, which may cause a pollution problem depending on the location of application.

In addition, the linear motor system transfers the freight car to just before the parked freight car after capturing it, decelerates it, and releases it from there, so it has extremely good speed controllability, and while it is relatively easy to automate existing yards, the cycle time is short. It has the disadvantage that it is relatively long and the freight car handling capacity is slightly lower than other methods, and it is necessary to focus on temporary dispersion during composition pulling work (pulling out accumulated freight cars stuck in the journal line from the composition side). It also has the disadvantage of not having to be used.

An object of the present invention is to eliminate the above-mentioned drawbacks and to provide an inexpensive, highly efficient, and highly accurate freight car acceleration/deceleration device.

In order to achieve the above object, the present invention has a plurality of narrow sections set at intervals along the freight car rail on which a freight car runs, an acceleration/deceleration vehicle running in each of the plurality of narrow sections, and A supplementary device provided on a car to supplement the wheels of a freight car traveling on the freight car rails, a deceleration device that applies a deceleration force to the supplementary device in accordance with the running speed of the freight car, and a deceleration device for the wheels of the freight car passing through the catching device. an acceleration/release device that moves the acceleration/deceleration car in the freight car running direction when the speed is below a set vehicle speed and applies acceleration force to the freight car via the supplementary device and the wheels, thereby moving the freight car within a certain speed range. The transmission was then transmitted to the location of the parked freight cars within the train, and the connections were made at the required connection speed.

In other words, the speed of the approaching freight car is the set speed (usually 5 km/h)
If the vehicle is moving faster, the wheel of the freight car is captured by the capture device, and then the deceleration device generates a large deceleration force to decelerate the freight car. At this time, the acceleration and release device is not operated, and the approach speed is set at the set speed (usually 5
km/h), a slight deceleration force is applied, but when the capture device reaches the wheel acceleration position, the acceleration and release device applies a large acceleration force to accelerate the freight car to maintain a constant speed. The system transfers freight cars within a range (usually 3.6 to 7.2 km/h) and connects them to the parked freight cars.

By the way, setting a plurality of narrow sections along the freight car track and providing acceleration/deceleration cars in each narrow section means that the scattered freight cars can be placed at the end of the accumulated freight cars regardless of the length of the accumulated freight cars on the journal line. This is to connect at an allowable connection speed.

For example, if there are few accumulated freight cars and the connection length is short, if you transfer the freight cars by keeping the allowable connection speed from the beginning of the journal line, the freight cars may stop on the way to the last accumulated freight car. In order to avoid this, multiple acceleration/deceleration cars are used to repeatedly adjust the acceleration/deceleration on the way, while multiple acceleration/deceleration cars are used to prevent the transferred freight car speed from exceeding the allowable connection speed due to tailwinds, etc. Therefore, it is necessary to slow down the speed.

Embodiments of the present invention will be specifically described below with reference to FIGS. 1 to 10.

Figure 1 is a plan view of the yard including the equipment layout, Figure 2 is a side view of the same, 1 is a small hill called a hump, 2 is a hump slope, and 3 is a hump slope installed in the middle of 2. Main retarder (generally known) that performs braking by pressing the brake shoe against the side of the freight car wheel),
4 is a turnout, 5 is a journal line, and 6 is a simple retarder installed in the journal line 5 (a self-weight retarder that performs braking action using the weight of the freight car, an electromagnetic retarder that uses electromagnetic force, and a screw connected to the wheel flange). 7 is a freight car acceleration/deceleration device according to the present invention, 8 is a rolling freight car, 9 is a freight car transferring inside the journal line 5, 10 is a stagnant freight car.

To explain the outline of the freight car speed control here, the dismantled freight car 8 releases the coupler for each disassembled car according to the destination journal number line at the hump 1, accelerates while traveling on the hump slope part 2, and enters the main retarder 3. .

Here, the main retarder 3 decelerates the freight car with a predetermined braking pressure according to a notch command calculated by an electronic computer based on conditions such as the weight of the freight car, running resistance, wind direction, wind speed, etc., so that the freight car reaches the target escape speed. After that, it escapes from the main retarder 3, passes through a turnout 4, and enters a predetermined journal line 5.

In addition, the transferred freight car 9 is a simple retarder 6 in the journal line 5.
The vehicle is then decelerated to around 7 km/h and enters the section of the freight car acceleration/deceleration device 7 of the present invention.

Thereafter, the freight car is accelerated or decelerated by the freight car acceleration/deceleration device 7 while being transferred toward the composition side at a speed range of about 36 to 7.2 km/h, and connected to the staying freight car 10.

Next, the configuration of the freight car acceleration/deceleration device 7 will be explained.

Figures 3 and 4 are track plan views showing four installation structures for freight car acceleration/deceleration devices. Figure 3 shows the case where the left and right freight car acceleration/deceleration devices are installed in the same row, and Figure 4 shows the case where they are installed in a staggered manner. 11 is an acceleration/deceleration vehicle which is the main part of the freight car acceleration/deceleration device,
The acceleration cylinder 13 is an air compressor that supplies pressurized air to the acceleration cylinder 12, 14 is an air reservoir, 15 is an air pipe, 16 is a freight car rail, and 17 is an auxiliary rail for running the acceleration/deceleration car 11.

The above description has been made based on the configuration in which pressurized air is used as the operating source of the acceleration cylinder 12. However, in the case of using pressure oil, a hydraulic pump is used instead of the air compressor 13, a hydraulic accumulator is used instead of the air reservoir 14, and an air pipe 15 is used as the operating source of the acceleration cylinder 12. Oil pipes are used instead.

Furthermore, details of each part constituting the acceleration/deceleration vehicle 11 and the acceleration cylinder 12 will be explained with reference to FIGS. 5 to 8.

Fig. 5 is a front view of the entire freight car acceleration/deceleration device including the acceleration/deceleration car 11 and the acceleration cylinder 12, Fig. 6 is a side view of the same, Fig. 7 is a detailed view of the acceleration/deceleration car 11, and Fig. 8 is for deceleration. This is a characteristic curve when a variable orifice type hydraulic cylinder is used as the cylinder.

In FIGS. 5 to 7, 18 is the wheel 9 of the transfer wagon 9.
A is a roller that transmits acceleration/deceleration force to a, and is rotatably attached to one end of the swinging arm 19, and at the other end of the swinging arm 19, a variable orifice type deceleration hydraulic cylinder 20 and the swinging arm 19 are raised and lowered. Cylinder 21 (air cylinder operated by pressurized air,
One end of each of the hydraulic cylinders (which may be any hydraulic cylinder that operates using pressure oil) is mounted facing each other by joint pins 20a and 21a.

Also, the cylinder 20. The other end of each of 21 is attached to the moving frame 22 by joint pins 20b and 2lb.

Further, the swing arm 19 is swingably attached to the movable frame 22 by a joint pin 19a near its center.

Furthermore, the moving frame 22 includes a position detector 23 that detects the position of the swinging arm 19 in order to set the timing for starting acceleration of the freight car.
A speed detector (not shown) for detecting whether the set speed has been reached during acceleration of the freight car, and support wheels 24 for supporting and traveling the moving frame 22 are attached, and the acceleration/deceleration vehicle 11 configured as described above functions as an acceleration cylinder. 12 causes it to move along the freight car rails 16 and auxiliary rails 17.

On the other hand, the acceleration cylinder 12 includes a cylinder tube 25, a piston rod 27 having a piston 26 at one end, and a freight car wheel 9.
The spring 28 absorbs the kinetic energy when the roller 18 of the acceleration/deceleration wheel 11 captures the acceleration/deceleration wheel 11, and the spring 28 returns the acceleration/deceleration wheel 11 to its original position after the acceleration cylinder 12 operates. The right end portion is attached to a mounting frame 29 fixed to the ground side via a joint pin 25a,
The left end of the piston rod 27 is bent to the moving frame 22 via a joint pin 27a.

Here, regarding the speed detector installed in the acceleration/deceleration vehicle 11,
Although not shown, the method is as follows:
The rotation of the support wheel 24 is captured by a speed generator,
It is possible to increase the rotation speed by converting the rotation speed into the voltage of a speed generator, or by attaching a metal impeller to the support wheel 24, or by installing a proximity switch (a non-contact switch that operates when metal approaches) to the moving frame 22. The support wheel 2 captures the rotation of the impeller using pulses.
This can be done by a known method, such as by detecting the speed of the acceleration/deceleration wheel 11 by detecting the number of revolutions of the acceleration/deceleration wheel 11.

Further, the components of the acceleration/deceleration vehicle 11 and the acceleration cylinder 12 are as described above, but in addition, a freight car speed detector 30a, which is used to determine whether or not the acceleration cylinder 2 is required to operate, is used.
30b is attached to the side surface of the freight car rail 16 at a distance L, and a stopper 31 for regulating the return position of the acceleration/deceleration vehicle 11 is fixedly installed on the ground side.

Note that the deceleration hydraulic cylinder 20 generates a resistance force (deceleration force) proportional to the square of the speed due to the resistance of oil passing through an orifice provided in the internal tube, and the acceleration cylinder 2 is an air compressor (or The piston 26 is operated by pressure air (or pressure oil) generated by the hydraulic pump 13 to obtain acceleration force.

The functions of the freight car acceleration/deceleration device of the present invention having the above configuration will be described in detail below.

The transfer freight car 9 that has entered the journal line 5 is decelerated to around 7 km/h by the simple retarder 6, and when it enters the area of the freight car acceleration/deceleration device 7, it is first detected by two freight car speed detectors installed just before it. The speed is measured by detecting the wheels of the freight car by 30a and 30b.

That is, if the distance between both speed detectors 30a and 30b is L, and the passing time of the freight car wheels is T, then the freight car speed ■=L/T.

This is detected in order to determine whether or not to operate the acceleration cylinder 12, which will be described later.

The wheels of the freight car move further and the flange portions of the freight car wheels collide with the rollers 18 of the acceleration/deceleration vehicle 11.

This state is on the left side (double-dashed line) of the freight car wheel 9a in FIG.

Here, when the freight car wheel 9a steps on the roller 18, the swinging arm 19 rotates clockwise around the joint pin 19a, and the piston portion of the deceleration hydraulic cylinder 20 is rotated through the joint pin 20a at the lower part of the swinging arm 19. Stroke to the left.

This stroke creates hydraulic resistance (deceleration force) inside the stroke.
is generated and provides a deceleration force to the transfer freight car 9.

This decelerating force is proportional to the square of the speed and is designed to have the characteristics shown in Figure 8, so that when the freight car speed is high, a large decelerating force is generated, and when the freight car speed is low, a small decelerating force is generated.

Therefore, the transfer freight car 9 receives a deceleration force at any speed, but the high-speed approach freight car (usually 57
(km/h or more), the freight car is decelerated by a large deceleration force, and for low-speed approaching freight cars (usually 5 km/h or less), there is a slight deceleration effect, but the acceleration cylinder described later can compensate for this. It is something that is accelerated by supplementing.

When the transfer freight car 9 further enters and the rollers 18 are lowered to the lowest point, the piston of the deceleration hydraulic cylinder 20 reaches its stroke end, and the swinging arm 19 is then moved by the force of the return spring built into the deceleration hydraulic cylinder 20. returns to its original position.

When the position detector 23 detects this return, the acceleration cylinder 12 is ready for operation.

This state is the right side (solid line) of the freight car wheel 9a in FIG.

If the freight car speed detected by the speed detectors 30a and 30b is lower than the set speed (usually 5 km/h), the pressure air generated by the air compressor 13 is sent to the acceleration cylinder 12 to move the piston rod 27 to the right. Pull it to.

This tensile force causes the moving frame 22 to move, and an acceleration force is transmitted to the freight car wheels 9a via the rollers 18.

When the speed detector installed in the acceleration/deceleration car 11 detects that the transfer freight car 9 is accelerated together with the acceleration/deceleration car 11 by this acceleration force and reaches the upper limit set speed (usually 6 km/h),
The pressure to the acceleration cylinder 12 is stopped to prevent the transfer freight car 9 from accelerating any further.

On the other hand, when the freight car speed detected by the speed detectors 30a and 30b installed at the approach position of the freight car acceleration/deceleration device 7 is higher than the set speed (usually 5 km/h), pressure is not supplied to the acceleration cylinder 12 and the freight car is transferred. 9 is not accelerated.

In the above explanation, it was stated that the deceleration hydraulic cylinder 20 exerts a slight deceleration force on low-speed approaching freight cars, but the freight car speed detected by the speed detectors 30a and 30b is set to the set speed (
When the speed is lower than 5 km/h (normally 5 km/h), the influence of deceleration force can be completely eliminated by sending pressure to the undulating cylinder 21 and lowering the swinging arm 19 to the lower position.

Figure 9 shows the above explanation as an easy traveling car (freight car that can easily increase speed)
This is a graph showing the relationship between the distance series and distances for X and difficult-to-run cars (freight cars whose speeds tend to drop) and Y.

In other words, the easy-running vehicle Therefore, the next freight car is decelerated by the adjustment device, and by repeating this process, the freight car is connected to the parked freight car within the set speed range.

On the other hand, the difficult vehicle Y accelerates repeatedly so as not to stop halfway.

FIG. 10 is a flowchart showing the above operation.

The functions of the freight car speed control have been described above, but next, we will explain what to do when a freight car approaches from the opposite direction.

When a freight car that has been disassembled and reassembled is pulled up to a hump for redispersion, if there is pushing work from the reassembled side, the freight car runs from the reassembled side to the hump side in the opposite direction to the dispersion operation. In this case, the swinging arm 19 of the acceleration/deceleration vehicle 11 is activated by the down command.
The freight car can be run by lowering the rollers 9a to the lower position so that the freight car wheels 9a and rollers 18 do not come into contact with each other.

As explained above, when the speed of the transfer freight car 9 is higher than the set speed, the deceleration hydraulic cylinder 20 outputs a large deceleration force to decelerate the transfer freight car 9, and when it is low, there is a slight deceleration force, but To compensate for this, the freight car is accelerated and its speed is controlled by the acceleration cylinder 12, which has sufficient acceleration force to accelerate the transfer freight car 9.3. The freight cars can be transferred within the range of 6 to 7.2 km/h and connected to the stagnant freight cars 10 at any point within the journal line 5 at a safe connection speed.

Therefore, the speed control of the freight cars is accurate, there is no damage to the freight cars or their cargo, the cycle time of the equipment is short, and the freight car throughput is large, and the speed can be controlled even when the composition drawing operation is performed during the scattering of the freight cars. It is suitable for so-called double-sided work such as rolling and drawing, and is a simple automation device for controlling the speed of freight cars that does not require information from a computer.

FIG. 11 shows the case where it is applied to fletching wire.

The arrow line is a high-speed freight car running line called passage line 32-1 and 32-2 (section from turnout 4 to 4' in Figure 11),
The freight car acceleration/deceleration device of the present invention is composed of a freight car retention line called a pocket (section other than the turnout 4 to 4 in FIG. 11), and the freight car acceleration/deceleration device of the present invention has a high speed freight car acceleration/deceleration device 7a in the aisle line portion and a low speed freight car retention line in the pocket portion. It is classified as a freight car acceleration/deceleration device 7b and is arranged as shown in FIG.

The pockets are divided by a turnout, and are divided into the first pocket 33-1, the second pocket 33-2, and the third pocket from the hump side.
It is classified into pocket 33-3.

The freight cars scattered on the hump 1 are decelerated by the main retarder 3, and first distributed to the path line 32-1 or the first pocket 33-1 by the turnout 4.

Here, the freight car that has entered the first pocket 33-1 is decelerated to around 7 km/h by the simple retarder 6, and is accelerated and decelerated by the low-speed freight car acceleration/deceleration device 7b to 3.6 to 7 km/h. 2k
m/h, and is connected to the stationary freight car at the end of the first pocket 33-1 at a safe connection speed.

On the other hand, it is necessary for the freight cars that have entered the passage line 32-1 to pass through the subsequent turnouts at a high speed to switch the turnouts in a short time to increase work efficiency.
The freight car acceleration/deceleration device 7a for use is set to a high speed.
The vehicle accelerates and decelerates at a speed of approximately 0 to 15 km/h.

Freight cars that have passed through the first passage line 32-1 go to the second branch at the next turnout.
Enter the passage line 32-2C or enter the second pocket 33-2.
If the freight car enters the second pocket 33-2, the speed is controlled by the simple retarder 6 and the low-speed freight car acceleration/deceleration device 7b in the same way as the speed control in the first pocket 33-1, and the stagnant freight car is is coupled at a safe coupling speed.

On the other hand, when entering the second passage line 32-2, the first
Similar to the speed control on the passage line 32-1, the freight car's speed is controlled by the high-speed freight car acceleration/deceleration device 7a, and it runs at high speed through the next turnout 4' and enters the third pocket 33-3.

The freight car speed control in the third pocket is the same as the speed control in the first and second pockets, and is connected to the parked freight car at a safe connection speed.

As mentioned above, by using different acceleration/deceleration devices for high-speed and low-speed freight cars on arrow lines, the turnout section can be run at high speed, and the pocket section can be run at low speed, without reducing work efficiency and at the same time allowing safe connection speed. It can be connected to a stationary freight car.

Next, FIG. 12 shows an application example in which a linear motor is used for acceleration instead of an acceleration cylinder, and the linear motor 34 is attached to the moving frame 22 of the acceleration/deceleration vehicle.

On the other hand, a reaction plate 35 is installed on the ground side,
Accelerating force is generated by energizing the linear motor 34.

In this case, contrary to the above, the freight car can be accelerated with the same acceleration force even if a reaction plate is attached on the car and a linear motor is attached to the ground.

When a near motor is used as a freight car acceleration device, it has the advantage of improving responsiveness during acceleration.

Furthermore, Figure 13 shows the left and right acceleration/deceleration wheels integrated.
This makes it possible to simplify the mechanism, such as eliminating the need for auxiliary rails for running the acceleration/deceleration vehicle and halving the number of supporting wheels 24.

According to the present invention, any point within the journal line is between 3.6 and 7.2.
It can be connected to a parked freight car at a speed of 1 km/h, so there is no damage to the freight car or cargo, and the cycle time of the equipment is short, so the freight car processing capacity is large. Even if this is done, the freight car connection speed remains constant and the cars can be connected at a safe connection speed.

Furthermore, since information from the computer is not required, the capacity of the computer can be reduced.

[Brief explanation of the drawing]

Figure 1 is a plan view of a rail yard that includes the freight car acceleration/deceleration device of the present invention and other equipment, Figure 2 is a longitudinal sectional view of the same, and Figure 3 shows the freight car acceleration/deceleration device of the present invention grounded in the same row on the left and right sides. Fig. 4 is a track plan view when the same as above is installed in a staggered manner, Fig. 5 is a front view including acceleration/deceleration cars and acceleration cylinders, Fig. 6
The figure is the same side view, Figure 7 is a detailed structural diagram of the acceleration/deceleration car, Figure 8 is the characteristic curve of the deceleration hydraulic cylinder 1, Figure 9 is the speed control diagram of the freight car, and Figure 10 is the speed control function of the freight car. FIG. 11 is a plan view of a train yard showing the equipment arrangement when the present invention is applied to arrow bar lines as an application example of the present invention, and FIG.
The figure is a structural diagram of a freight car acceleration/deceleration device in which a linear motor is used instead of an acceleration cylinder as a modification of the present invention, and FIG. It is a structural diagram when integrated. 7... Freight car acceleration/deceleration device, 11... Acceleration/deceleration vehicle, 12... Acceleration cylinder, 16...
... Freight car rail, 9a... Freight car wheel, 18...
...Roller, 19...Swinging arm, 20...
- Hydraulic cylinder for deceleration, 21... Luffing cylinder, 22... Moving frame, 23... Position detector, 24... Support wheel, 25... ...Cylinder tube, 26...Piston, 27...
・Piston rod, 28... Spring, 30a, 3
0b... Freight car speed detector, 31... Stopper, 34... Linear motor, 35...
・Reaction plate.

Claims (1)

[Scope of Claims] 1. A plurality of narrow sections set at intervals along a freight car rail on which a freight car runs, an acceleration/deceleration vehicle running in each of the plurality of narrow zones, and a a supplementary device that supplements the wheels of a freight car traveling on a freight car track; a deceleration device that applies a deceleration force to the supplementary device according to the traveling speed of the freight car; A freight car acceleration/deceleration device comprising: an acceleration/release device that moves the acceleration/deceleration car in the freight car traveling direction and applies acceleration force to the freight car via the supplementary device and the wheels. 2. A plurality of narrow sections set at intervals along the freight car rails on which freight cars run, acceleration/deceleration cars running within each of these narrow sections, and a rocker that is pivotally supported by the acceleration/deceleration cars and has wheel supplementary rollers. a deceleration device that applies a decelerating force to the supplementary roller in accordance with the traveling speed of the freight car in conjunction with the swing arm that swings when the wheels of the freight car step on the catch roller; a roller positioning device that moves the supplementary roller to a position higher or lower than the rail surface of the freight car; and a roller positioning device that moves the acceleration/deceleration car in the traveling direction of the freight car when the speed of the freight car passing the supplementary roller is less than a set vehicle speed to perform the supplementary roller. A freight car acceleration/deceleration device comprising rollers and an acceleration/release device that applies accelerating force to the freight car via the wheels.