RU2156199C2 - Railway crossing protection device - Google Patents

Abstract

FIELD: railway transport; provision of safety at railroad and motor road crossings. SUBSTANCE: device has barrier members in form of spring-loaded sections connected with electric drives and arranged on turnable shafts in pits. Two gates are installed, one at each side of crossing. Barrier members are arranged in parallel with gates at opposite sides of corresponding gates. Barrier member control panel is connected to gate lifting and lowering drives. Mechanical drive of barrier member from drive lever to electric drive pushing mechanism is made in form of link mechanism. Each spring-loaded section of barrier member has two levers, extension spring and brake shoe. Levers found brake shoe are intercoupled by hinge joints and are connected with extension spring for folding under car wheels when car rolls onto it from rear in longitudinal vertical plane and subsequent returning into initial position. Levers are hinge-connected at one side to brake shoe, and at other side, to lower arm of drive lever rigidly secured on turnable shaft. Ends of extension spring of each spring-loaded section are secured on turnable shaft and in joint between levers in fitted-on rings. EFFECT: improved reliability and simplified design of device. 3 cl, 13 dwg

Description

 The invention relates to means for ensuring the safety of train traffic at intersections with the roadbed of vehicles and can be used at level crossings.

 A device for railroad crossing fencing is known, comprising barrier plates, a lever mechanism, shock absorbers and a drive (located on the roadway and connected by one side with the orientation of the longitudinal axes perpendicular to the longitudinal axis of the road and (parallel to. 1794773, B 61 L 29/02, 1990).

 The disadvantage of this device is the complexity and lack of reliability of the lever mechanism with clamps due to the danger of jamming of the plate and the inability to fold the plate in the opposite direction.

 The closest in technical essence and the achieved result is a device for railroad crossing fencing, containing barrier elements located on rotary shafts in pits with the possibility of raising and lowering across the axis of the roadbed in the form of spring-loaded sections connected by means of drive levers and mechanical gears with pushing elements of electric drives, limiters, stops and control panel (patent of Russia, 2066649, B 61 L 29/00, 1992).

 This device is unreliable and dangerous in operation due to the removal of part of the locking sector of the limiter and lifting by balances, in addition, the design and operation of the device is complicated by position sensors and traffic lights.

 The technical solution to the problem is to increase the reliability and simplify the design.

 The task specified in the technical solution is achieved by the fact that the indicated device for guarding a railway crossing, comprising barrier elements located on pivot shafts in pits with the possibility of raising and lowering across the axis of the roadbed in the form of spring-loaded sections connected by means of drive levers and mechanical gears with pushing elements of electric drives , limiters, stops and control panel, it is equipped with two barriers with lifting and lowering drives installed one at a time with each to the opposite side of the crossing, on which the barrier elements are located with the opposite side to the respective barriers and parallel to them with the possibility of complete overlapping in the cross section of the roadway for cars to travel, and the control panel of the barrier elements is connected to the lifting and lowering barriers with the possibility of ensuring their joint work with in the opposite direction, the mechanical transmission of the barrier element from the drive arm to the pushing mechanism the electric drive’s kanizm is made in the form of a rocker mechanism, and each spring-loaded section of the blocking element is made in the form of two levers, a tension spring and a brake shoe with safety arches and a support bar placed on a rotary shaft with the possibility of turning the electric drive in a longitudinal vertical plane and fixing by a limiter installed under supporting strip on the supporting surface of the brake shoe, and both levers located under the brake shoe are pivotally connected to each other with the possibility of folding by a spring by stretching and unfolding under the wheels of the car when hitting the rear in a longitudinal vertical plane and pivotally attached on one side to the brake shoe, and on the other hand, to the corresponding lower shoulder of the drive lever rigidly fixed to the rotary shaft, the sole upper arm of which is connected by means of a rocker mechanism with a pushing element of the electric drive, located on the right side in the direction of movement beyond the dimension of the roadway, while the support bar it is installed with the possibility of drowning in the rails with springs on the brake shoe, on the supporting surface of which spikes for car wheels are fixed so that they can exit the holes of the support bar, moreover, the ends of the spring are fixed on the rotary shaft and in the hinge between the levers in rings freely mounted to rotate on them stretching each spring-loaded section.

где b - длина нижнего плеча приводного рычага, равная длине основания тормозного башмака,

мм;
L - длина верхнего плеча приводного рычага,

мм;
c - длина опорной поверхности тормозного башмака, мм;
α - угол между задней поверхностью и основанием тормозного башмака, град;
β - угол наклона опорной поверхности тормозного башмака к горизонту, град;
h_ш - рабочая длина толкающего элемента электропривода, мм.The dimensions of both shoulders of the drive arm are determined from the ratio

where b is the length of the lower shoulder of the drive arm equal to the length of the base of the brake shoe,

mm;
L is the length of the upper arm of the drive arm,

mm;
c is the length of the bearing surface of the brake shoe, mm;
α is the angle between the rear surface and the base of the brake shoe, deg;
β is the angle of inclination of the bearing surface of the brake shoe to the horizon, deg;
h _w - the working length of the pushing element of the electric drive, mm

The angle of inclination of the bearing surface of the brake shoe to the horizon is:
β = 90 ^o -α,
and the length of the bearing surface of the brake shoe is:
c = b • sinα.
The proposed device, having the indicated restrictive features, allows you to close the roadway when moving to drive vehicles with the barrier lowered, and thanks to these distinguishing features it makes it possible to increase the reliability of the crossing, reduce the risk of a train running into vehicles and simplify the design of the enclosing device.

 In known devices - analogues (see sources indicated above), the reliability of the protective elements is not ensured due to their complexity, the presence of counterweights and sensors.

 The novelty of the proposed method, characterized by its distinguishing features, is that the barrier sections of both elements are made folding, allowing vehicles to pass in the opposite direction from the railway tracks, reliably preventing it from moving, which increases the safety of trains on this section. The rotation of the barrier elements is carried out from the pushing element of the electric drive through the rocker mechanism and a pivoting lever, at one end of which a brake shoe is mounted.

 These properties are not possessed by any of the known devices. Therefore, the proposed technical solution has a significant novelty.

The invention is illustrated by drawings:
in FIG. 1 is a general view of a device for guarding a railway crossing; in FIG. 2 is a schematic diagram of the operation of the device; in FIG. 3 - barrier element; in FIG. 4-7 - the position of the brake shoe for various arrivals of the wheel of the car; in FIG. 8 - device with a raised brake shoe; in FIG. 9 - the same view from the roadway; in FIG. 10 - design diagram of rotation of the brake shoe; in FIG. 11 is a section AA in FIG. eight; in FIG. 12 is a section BB in FIG. 8 and in FIG. 13 is a schematic diagram of a device control.

где b - длина нижнего плеча приводного рычага 6, равная длине основания тормозного башмака

L - длина верхнего плеча приводного рычага 6,

c - длина опорной поверхности тормозного башмака 18;
α - угол между задней поверхностью и основанием тормозного башмака 18;
β - угол наклона опорной поверхности тормозного башмака 18 к горизонту;
h_ш - рабочая длина толкающего элемента 8 электропривода 9.The device for protecting the railway crossing is mounted in two pits 1 on the rotary shafts 2 perpendicular to the roadway 3 and contains two barrier elements 4, one on each side of the level crossing. The support frames and bearings for the rotary shafts are shown in FIG. 1, 3, 8, 9. The spring-loaded sections 5 of the barrier elements 4 are connected by means of drive levers 6 and mechanical gears 7 to the pushing elements 8 of the electric drive 9, for example, a switch-type electric drive of the type SP-6. The control panel 10 for raising and lowering the barrier elements 4 is connected to the drive for raising and lowering the barrier 11 12. The mechanical transmission 7 from the drive lever 6 to the pushing element (gate) 8 of the electric drive 9 is made in the form of a rocker mechanism 13 with a figured groove 14 at the upper end of the drive lever 6 and a sleeve (stone) 15 at the end of the gate 8. Each spring section 5 has two pivotally attached levers 16, 17 and one brake shoe 18 with safety arcs 19 in the form of curved pipes. On the front supporting surface of the brake shoe 18, a support bar 20 is installed under which a stop 21 is mounted, the locking end of which is located in the hole “a” of the brake shoe pin 18 with the possibility of locking the latter in the recess “b” of the rotary shaft 2. Placed in two guides 22 sec springs 23 parallel to the supporting surface of the brake shoe 18, the support bar 20 has holes 24, coaxially with which spikes 25 are mounted on the brake shoe 18 for piercing the wheels 26 of the car. In the rings 27, 28 on the rotary shaft 2 and in the hinge of the levers 16, 17, a tension spring 29 is installed with the possibility of turning its ends when lifting and drowning in the pit 1 of the brake shoe 18 relative to the roadway 3. The dimensions of the drive lever 6 are determined by the ratio:

where b is the length of the lower shoulder of the drive arm 6, equal to the length of the base of the brake shoe

L is the length of the upper arm of the drive arm 6,

c is the length of the bearing surface of the brake shoe 18;
α is the angle between the rear surface and the base of the brake shoe 18;
β is the angle of inclination of the bearing surface of the brake shoe 18 to the horizon;
h _w - the working length of the pushing element 8 of the electric drive 9.

The angle of inclination of the bearing surface of the brake shoe 18 to the horizon is:
β = 90 ^o -α,
and the length of the bearing surface of the brake shoe 18 is equal to:
c = b • sinα.
The levers 16, 17 under the brake shoe 18 are mounted with the possibility of opening and folding relative to the lower and upper stops 30.

 The control panel 10 includes a closing button “Z” and an opening button “O” of the barrier 12 mounted on the flap, the main relay B, switches AP1 and AP2, contacts of the ZG barrier relay, contacts of the VM repeater relay, RAM lowering relay and ROM blocking relay of the blocking elements 4 devices and the relay for opening the gateway and the relay for closing the gateway ZH 12.

 The control equipment for the actuator 11 and the electric actuator 9 contains the CV relays of an even section and the NV relay of an odd section of approaching the train to the crossroads working from the circuit of the rail circuits on the railway connected via the electric circuit (Fig. 13). Power supplies are reserved and have a midpoint for switching with PBM and MBM buses and rechargeable batteries with PB and MB buses.

 The device operates as follows.

 The transfer of each barrier 12 and the barrier element 4 to a position prohibiting the movement of vehicles is carried out when the main relay B is de-energized, which occurs when the train enters the approach section to the crossing. In this case, the FW or HB relay is activated and their contacts are closed. The ZG barrage relay is triggered by the emergency button on the control panel 10 (in the diagram of Fig. 13, the ZG, CV, HB, and MB repeater relays are not shown). You can also turn off relay B from the remote control 10 by pressing the "З" button. By pressing the “O” button, it is possible to raise the barrier 12 by supplying power to the PB and MB buses to relay B. If the approach section is not busy and the move is open, then under the current of the relay B, the slow-acting relay is kept under current - the VM repeater, whose contacts the relay is connected to OSh for opening the barrier 12. Other contacts of the OSh relay supply power through the PBM and MBM buses to the armature M and the excitation winding of the actuator OB of the electric motor 11 to raise the barrier 12. After closing the barrier 12, the switch AP1 opens the circuit for reverse movement. If the approaching area near the crossing is occupied by a train, then the relays FV and HB are de-energized, their contacts, in turn, de-energize relay B, then de-energize the relay VM, which with its contacts turns on the relay ЗШ to close the barrier 12. Through the contacts of the latter and the upper contacts АП1 the drive motor 11 is supplied with a voltage of reverse polarity, a reverse occurs and the barrier 12 is lowered.

 When the section of approach to the move-away is free from the train, the relays OSH and RAM are energized, the barrier 12 is open, and the obstacle elements 4 are lowered into the pit 1. Reverse control of the electric motor 9 is carried out by the contacts of the control relays of the RAM and ROM and the automatic switch AP2 through its windings.

 At the moment the train appears in the approaching areas, the relays OSH and RAM are de-energized, the relays ZSh and ROM are turned on. Corresponding voltages are supplied to the electric motors of the drives 9, 11, while the barrier 12 is lowered, and the barrier elements 4 are lifted from the pit 1.

 The gate 8 is extended on the teeth by the gears of the electric drive 9, at its end, the sleeve 15 slides into the groove 14 of the rocker mechanism 13 at the end of the upper arm of the drive lever 6, turning it clockwise. The brake shoes 18 also rotate together with the rotary shaft 2 clockwise in the supports on the frame perpendicular to the roadway 3 and parallel to the axis of the railway track on both sides of the level crossing. The barrier elements 4 together with barriers 12 thereby close the passage of cars.

 The brake shoe 18 on each obstacle element 4 is raised above the drive shaft 2 and the level of the roadway 3. The levers 16 and 17 in the working position are apart by the tension spring 29, while the length of the levers 16 and 17 are the same. Also the same, but different length b has the lower shoulder of the drive lever 6 and the base of the brake shoe 18 for their subsequent hinged folding together with the levers 16, 17.

 The barrier elements 4 are deployed with their cantilever protruding parts towards the movement of cars on both sides of the level crossing and have a length up to the complete overlap of the other strip of the roadway 3 opposite the barrier 12. Thus, the roadway 3 is completely blocked on one side by the barrier 12, and on the other - by the barrier elements 4 on each side of the level crossing. Breaking the rules, the car will have to break the barrier 12 or move the barrier elements 4 by pushing the wheels 26 on the support plates 20 of the individual brake shoes 18. When the wheels 26 contact through the guides 22 of the support plates 20 with the pressure lever of the limiter 21, the latter through the hole " a "feeds into the recess" b "of the rotary shaft 2 and wedges the spring-loaded section 4 on the rotary shaft 2, i.e. prevents the brake shoe 18 from turning down, which is the main obstacle to the wheels of 26 cars.

 With further strong pressing of the wheel 26 on the support bar 20, spikes 25 emerge from its holes 24 and pierce the tire wheels 26, while the brake shoe 18 remains in place (Fig. 6, 7).

 In that case, if the car was behind the barrier 12 at the crossing after lowering it, the car continues to move and bumps into the spring-loaded sections 5 from the back of the opposite blocking element 4. The brake shoes 18 of the spring-loaded sections 5 on which the wheels 26 of the car drove into the pit 1. The tension spring 29 is stretched and the levers 16, 17 are folded on the drive lever 6 to the lower stops 30 at the minimum allowable angle γ (Fig. 5). The electric drive 9 of the blocking elements 4 does not turn on and all this is done with the barriers 12 lowered. After the vehicle leaves the safety arms 19 from the danger zone, the levers 16 and 17 are pivotally mounted on the lower arm of the drive lever 6 of each spring section 5 and on the cantilever end of the base of each brake shoes 18, are decomposed under the action of the reverse tensile force of the spring 29, which does not bend and remains rectilinear for work, turning on the rings 27, 28 after them. In this case, the brake shoes 18 are raised above the level of the road surface at an angle α (Fig. 8). Their bases again form a gap between the lower stops 30, rigidly fixed on the lower shoulders of the drive lever 6 of the straightened spring sections 5. It should be noted that the upper shoulder of the drive lever 6 is one, and the number of lower arms is equal to the number of spring sections 5. The limiter 21 in this case does not stop the rotation of the brake shoe 18 relative to the rotary shaft 2, because no one ran into support bar 20. It is squeezed from the supporting surface of the brake shoe 18 in the guides 22 by the springs 23 and does not contact the limiter 21.

 After the passage of the train, the barrier 12 rises and all the spring-loaded sections 5 are lowered when the gates 8 of both electric drives 9 and 11 are turned on. The obstacle elements 4 are turned counterclockwise by turning into the level with the roadbed 3 and the upper stop 30 holds them by the upper arms 16 from being pushed by the wheels 26 brake shoes 18. The upper arm of the drive lever 6 is mounted vertically, and the rear surface of the brake shoe 18 is horizontal.

 Example 1

Given: b - 300 mm; α = 58 ^o and h _W = 150 mm

и проверяем по другой формуле

Равенство показывает правильность составления соотношения.The length of the upper arm of the drive arm 6 can be found after determining the length of the supporting surface and angle β: β = 90 ^o - 58 ^o = 32 ^o
c = b • cosβ = 300 • cos32 ^o = 300 • 0.85 = 255 mm.
We find

and check by another formula

Equality shows the correctness of the ratio.

 Example 2

Пример 3.Increase the size b = 500 mm and decrease the angle α = 34 ^o with the same gate stroke 8 h _w
determine β = 90 ^o -34 ^o = 56 ^o and c = b • cos 56 ^o = 500 • 0.56 = 280 mm
The length of the upper arm of the drive arm 6 will be equal to:

Example 3

Рассмотренные примеры выбора геометрических размеров отдельных элементов подпружиненных секций 5 соответствуют тормозным башмакам 18, опорные поверхности которых перпендикулярны их задним поверхностям. Вместе с выбранными основаниями они являются хорошими препятствиями для автомобилей.Reduce the stroke of the gate 8 to 100 mm. The remaining values will leave from example 2. The length L is equal to:

The considered examples of selecting the geometric dimensions of the individual elements of the spring-loaded sections 5 correspond to brake shoes 18, the supporting surfaces of which are perpendicular to their rear surfaces. Together with the selected grounds, they are good obstacles for cars.

 The configuration of the safety arcs 19 (Fig. 3 and 8) may differ from each other, so long as they do not interfere with the passage of the car. The geometry of the brake shoe is triangular with a right angle at the apex. The calculated position of the blocking element 4 does not depend on a slight recession of the rotary shaft 2 with respect to the level of the roadway 3 and everything is determined by the location of the stops 30 so that under the action of the tension spring 29, the lever 16 stands vertically in one position and the spring-loaded section 5 is folded to the level of the roadway 3 in a different position.

 The passage of the car along the obstacle elements 4 (Fig. 4) may also be possible in the case when the spring-loaded section 5 is recessed to the level of the roadway 3 and the efforts of the tension spring 29 in the lower position are greater than the loads passing through the brake shoes 18 of the car wheels 26. The spring-loaded section 5, due to its geometry, cannot be folded out and folded larger than the angle α and less than the angle γ. In this case, the upper stop 30, rigidly fixed on the lower side of the base of each brake shoe 18, holds the corresponding upper lever 16 in a vertical position, thereby limiting its movement in one direction.

 The value of the output H of the brake shoe 18 from the pit 1 is determined by the linear dimensions of the articulated levers 16, 17, the value of "b" and the angle α. The width B of the pit 1 is selected based on the limited rotation of the drive lever 6 with levers 16, 17.

 The effectiveness of the device for railroad crossing fencing is that when the car is directly hit, its wheels are pierced by spikes and stopped by brake shoes fixed on the drive shaft. In the event of a reverse collision or departure from a level crossing, the brake shoes do not interfere with the vehicle and are sunk under it by folding the articulated levers on a fixed rotary shaft.

Claims (3)

 1. A device for railroad crossing fencing, comprising barrier elements located on pivoting shafts in pits with the possibility of raising and lowering across the axis of the roadway in the form of spring-loaded sections connected by actuating levers and mechanical gears with pushing elements of electric drives, limiters, stops and a control panel for obstacles elements, characterized in that it is equipped with two barriers with drives for raising and lowering, installed one on each side of the level crossing, on which the barrier elements are located with the opposite side to the respective barriers and parallel with them with the possibility of complete overlapping in the cross section of the roadway for cars to travel, and the control panel of the barrier elements is connected to the lifting and lowering barriers with the possibility of ensuring their joint operation with the barrier elements in the opposite direction, moreover, the mechanical transmission of the barrier element from the drive lever to the pushing mechanism is electrically yes, it is made in the form of a rocker mechanism, and each spring-loaded section of the barrier element includes two levers, a tension spring and a brake shoe with safety arches placed on a rotary shaft with the possibility of turning the electric drive in a longitudinal vertical plane and fixing with a stop installed under the support plate on the support the surface of the brake shoe, and both levers located under the brake shoe are pivotally connected to each other and to the tension spring with the possibility of folding under the wheels of the car, when hitting rearward in a longitudinal vertical plane and subsequent folding, they are pivotally attached on one side to the brake shoe, and on the other hand, to the corresponding lower shoulder of the drive arm rigidly fixed to the rotary shaft, the sole upper arm of which is connected by means of a rocker mechanism to the pushing an electric drive element located on the right side in the direction of movement beyond the dimension of the roadway, moreover, on the rotary shaft and in the hinge between the levers in loosely mounted rotatable rings, the ends of said tensile spring of each spring section are fixed. 2. The device according to claim 1, characterized in that the dimensions of both shoulders of the drive arm are determined from the ratio

where b is the length of the lower shoulder of the drive arm equal to the length of the base of the brake shoe,

L is the length of the upper arm of the drive arm,

C is the length of the bearing surface of the brake shoe, mm;
α is the angle between the rear surface and the base of the brake shoe, deg;
β is the angle of inclination of the bearing surface of the brake shoe to the horizon, deg;
h _m - the working length of the pushing element of the electric drive, mm 3. The device according to claims 1 and 2, characterized in that the angle of inclination of the stop surface of the brake shoe to the horizon is: β = 90 ^o C - a, and the length of the support surface of the brake shoe is: c = bsinα.

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