RU2086447C1 - Stationary device for holding trains on station tracks - Google Patents

Abstract

FIELD: railway transport. SUBSTANCE: device has flexible wedge placed inside track gauge and formed by two brake blocks 4 and directed with its point to rolled on wheelset. Meeting ends of wedge are hinge-secured on first crossmember 1 whose ends are rigidly coupled with rail lines 2, 3 of track and spread ends of wedge freely adjoin spring beams 8 some ends of which are hinge-mounted on second crossmember 6 and other ends, furnished with rollers 9, rest freely on third crossmember 7. Lock 11 operated by slotted-link and lever mechanism is placed for travel relative to crossmember 7 between rollers 9 of spring beams 8. EFFECT: enhanced reliability of operation. 3 dwg

Description

 The device relates to means for securing rolling stock on tracks.

 Known devices for fixing compositions on station tracks, which can be divided into two groups. The first includes brake shoes, the use of which requires a lot of manual labor and does not guarantee reliable fastening of the compositions. The second group includes stationary devices that increase reliability, save fixing time and eliminate manual labor.

 The second group can be represented by two well-known and currently used devices remotely controlled brake stop type UTS - 380 and a device for fixing compositions of the type UZS-86 R, Paces system (see Express information, Issue 3, M. 1994. "Mechanized fixing trains on station tracks ", VNIITEI MPS, series: Traffic management and passenger transportation).

 The UTS-380 is a two-rail structure acting on the skating circle of one wheel pair of a fixed wagon, and contains one metal block on each rail, tightly fastened with bolts with two-arm levers that are pivotally mounted on fixed axes, and these axes are located along the rail and are strengthened on his neck.

 Swivel joints of the block and the lever with the neck of the rail allow the block to be mounted on the rail in the working (brake) position or displayed outside the rail gauge in the inoperative position beyond the limits of the approximation of buildings.

 The disadvantage of the UTS-380 is the inevitability of a device breakdown when the locomotive engages with the train, which is fixed with an emphasis on the opposite side with a sharp jerk, and also at the moment of disconnecting the locomotive when the locomotive is not actually disconnected from the train.

 The second disadvantage of the known device, if the pads are clamped by a pair of wheels (which is the norm for the device to work), then to unfasten the composition, first carefully cushion the composition, and after releasing the pads, put the stop in the idle position, which takes some time and requires increased attention of the driver and signalman .

 The third drawback in the case of a collision of a locomotive with uncleaned stops the device is completely destroyed.

 The design of the UTS-380 eliminates spontaneous hijacking of the train, but is not designed for errors of the driver and signalman, which cannot be ruled out under real operating conditions of the station, which is often confirmed in practice.

 A device for fixing compositions of the UZS-86 R type of the Paces system is a single-acting mechanism, where a method of jamming tires with teeth is implemented, and is installed inside the track on wooden sleepers.

 The disadvantage of the UZS-86 R is the complexity (multi-element) of the design, which is why in real operating conditions it is expressed in the unpredictability of failures.

 The second drawback when a locomotive hits a device set to its working position, the device is destroyed.

 The third disadvantage of the device can only be installed in a way with wooden sleepers.

 Tick-borne moderators of carriages on sorting hills are known and widely used at marshalling yards (K.Yu. Skalov et al. Track and station arrangement. M. Transport, 1976, 342 p.), Operating on the principle of mites, which are formed from two levers (internal and external with respect to the rail), mounted on a common axis located under the rail. The corresponding ends of the levers, being equipped with brake tires, use the pneumatic drive to clamp the wheel rim with brake tires, creating resistance to the movement of the car.

 The disadvantage of this design is that its use as a device for fixing compositions requires equipping the stations with expensive compressor units and bulky pneumatic systems.

 The goal is to create a stationary device for fixing trains on stationary tracks, which does not require an electric or pneumatic drive for its operation, with a full guarantee of the safety of structures in any situations.

 The goal is achieved in that in the known device containing the brake tires, the latter are mounted only on the inside of the wheelset and form an elastic wedge facing with its tip towards the wheel pair rolling on it, and the converging ends of the wedge are pivotally mounted on the first transverse beam, which is rigidly articulated with rail threads of the station path, some ends of which are pivotally mounted on the second cross member and others are equipped with rollers, freely rest on the third cross member, on which between the rollers res the weed beams are mounted with the possibility of movement relative to the cross-member and the check rollers, controlled by a rocker-and-lever mechanism, which is driven by a signaling device.

 The installation of brake tires only from the inside of the wheelset with the formation of an elastic wedge from them allows you to obtain the required braking force in the form of friction between the wheel rims and the brake tires only due to the car moving on the elastic wedge.

 The presence of spring beams, to which the divergent ends of the wedge are freely adjacent, prevents, on the one hand, the breakdown of the device during the transit passage of the train, when the device is accidentally put into position, or when the locomotive is jolted excessively, and on the other hand, it prevents the wheelset collapse due to deflection of beams, the value of which is related to the allowable spacing force on the wheelset and the necessary rigidity of the spacer beams.

 The presence of a movable check allows, due to its movement, using the rocker-lever mechanism, to put the device either in working position, spreading the free ends of the spring beams, and therefore the free ends of the elastic wedge, either neutral when the trains are unfastened or for trains to pass freely through the device.

 In FIG. 1 is a diagram of a stationary wedge device for securing trains on station tracks; figure 2, 3 fragments of the circuit of figure 1.

 The device includes a first cross member 1, rigidly articulated with rail threads 2, 3, an elastic wedge consisting of two brake tires 4, one ends of which are hinged 5 mounted on a cross member 1, a second cross member 6, rigidly articulated with rail threads 2, 3, the third cross member 7, rigidly articulated with the rail threads 2, 3. Two spring beams 8, one ends of which are pivotally connected to the second cross member 6, and the other are provided with rollers 9, freely rest on the third cross member 7 and are connected freely by the spring 10. Check 11 is installed between roller 9 on the third cross member 7 with the possibility of movement relative to the latter and consists of a spacer part 12, a neck 13 and a shank 14. Flexible leashes 15, by means of which the free ends of the brake tires 4 are connected to the spring beams 8. The mechanism for controlling the operation of the device consists of a wings 16 interacting with the pin 11 through the shank 14 and mounted on the shaft 17. The mechanism by means of bearings 18 is mounted on the tray 19. By means of a worm gear 20 with a handle 21, the shaft 17 is rotated and the pin 11 is set to the required position e.

 The device is brought into working position after one of the cars of the fixed train is installed so that the device is between the carriages. Then the locomotive rolls the train from the side of the first cross member 1 onto the device so that the wheel pair closest to the device rolls out approximately to the middle of the brake tires 4, after which the locomotive leaves the train, which is secured from self-theft by friction between the brake tires 4 and the inner surfaces of the wagon wheels 22, which is achieved as follows.

 The free ends of the brake tires are bred by turning the spring beams 8 by introducing between the rollers 9 of the spacer 12 the checks 11 when turning the wings 16 and the shaft 17 with the help of the handle 21 of the worm gear 20. As a result, the pair of wheels when the car rolls onto the device is pinched in an elastic wedge.

 The device is brought to the neutral position by rotating the handle 21 in the opposite direction, as a result of which the pin 11 is installed between the rollers 9 by the neck 13, the free ends of the spring beams by the free spring 10 are brought together and, being connected to the tires 4 by flexible leads 15, take them away from the path, what provides the possibility of free passage of rolling stock through the device.

Claims (1)

 A stationary device for securing trains on station tracks, comprising brake tires interacting with the rims of a pair of wagons and pivotally connected to track rails, characterized in that the brake tires are mounted only on the inside of the pair of wheels, forming an elastic wedge facing with a tip towards the rolling pair of wheels, moreover, the converging ends of the wedge are pivotally mounted on the first cross member, which is rigidly articulated at its ends with the track rails, and the diverging ends of the wedge are freely adjacent to the spring lkam, one ends of which are fixed on the second crossbar, and the other provided with rollers are freely supported to the third cross member on which the rollers of spring beams is movably mounted relative to the cross pin, controlled by the crank lever mechanism.

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