RU2578642C1 - Unit for retention of rolling stock at station tracks - Google Patents

Abstract

FIELD: transportation.

SUBSTANCE: invention relates to railway accessory equipment, namely to retainers for attachment of rolling stocks on station tracks after disconnect locomotives. Unit retaining composition at station track includes mounted inside the gauge module fixing composition and damping module. Docking module comprises electric drive connected via toothed coupling limit moment with screw jack, and a frame with movable fixed on carriage, linked with electric drive by tie rods. Carriage accommodates spring units, connected with levers coupled with reinforcing bars. Attaching buses are equipped with teeth and stops-traps and are connected to the frame by links and compensators. Damping unit consists of four clamping sections and comprises electric drive connected via toothed coupling limit moment with screw jack, and a frame with movable carriage fixed on it. Carriage is connected with screw jack and with levers, which are connected to compensators with equalizing levers. Adjusting levers are connected with inner and outer pushers, swinging on their axles relative to the frame. Adjusting levers and external pushers are connected to each other by means of thrust. On inner and outer pushers are inner and outer tire, each of them consists of ski with tooth mechanisms, base with slots for arrangement of tooth mechanisms, and plunger.

EFFECT: as a result of reliable fixation of the composition on station tracks, eliminated possibility of damage of cars, higher safety of train movement.

10 cl, 11 dwg

Description

The invention relates to auxiliary railway equipment, and in particular to latches for securing rolling stock on station tracks after uncoupling of locomotives.

Prior art devices for securing rolling stock on station tracks can be divided into two groups. The first group (hand-held devices) 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 mechanized devices with electric, pneumatic, hydraulic or mechanical drives that increase reliability and reduce the proportion of manual labor. When conducting patent research, devices related to the second group, to which the claimed technical solution belongs, were considered.

A well-known stationary brake stop type UTS-380 (Kobzev V.A. Development of technical means for ensuring the safety of station processes. A training manual. - M .: MIIT, 2008 - 57 S. - p. 2.2.1), which is a double-rail structure acting on the skating circle of one wheel pair of a fixed car. Each rail of the structure contains one metal block tightly fastened with bolts with two-arm levers that are pivotally mounted on fixed axes located along the rail and mounted on its 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 disadvantages of the known stop brake type stationary UTS-380 are as follows:

- the possibility of breakdown of the device with a sharp jolt during the engagement of the locomotive with the train, which is fixed with an emphasis on the opposite side, as well as at the moment of disconnecting the locomotive when the locomotive is not actually disconnected from the train;

- since the pads are clamped by a pair of wheels, which is the norm for the device to work, then to secure the train, first carefully cushion the train, and after releasing the shoe, put the stop in the inactive position, which takes some time and requires more attention from the driver and signalman;

- the inevitability of complete destruction of the emphasis in the event of a collision with a locomotive.

A stationary device for fixing compositions on station tracks is known (patent RU 2086447 C1, B61K 7/02, B61K 7/16, publ. 08/10/1997), containing an elastic wedge located inside the track, formed by two brake tires, and facing with its tip towards rolling wheelset. In this case, the converging ends of the wedge are pivotally mounted on the first cross-member, which ends are rigidly articulated with the rail threads of the path, and the diverging ends of the wedge are freely adjacent to the spring beams, some ends of which are pivotally mounted on the second cross-member, and others equipped with rollers freely supported on the third cross member. On the third cross member between the rollers of the spring beams, a check is mounted with the possibility of movement relative to this cross member, controlled by the linkage mechanism. The device does not require an electric or other drive in its operation and, due to its elasticity, ensures the safety of structures in any situations.

The disadvantages of the stationary device for fixing the compositions are:

- the need to manually bring the device into a neutral state to ensure unimpeded passage of rolling stock in the area;

- the lack of damping of dynamic loads arising in the train, which poses a threat of inevitable damage to the device during shunting operations and interaction with the train locomotive.

Closest to the proposed technical solution is the known device for securing rolling stock (patent RU 2122502 C1, B61K 7/16, publ. 11/27/1998), selected for the prototype. The device comprises a drive mounted inside the track and a frame with a carriage movably fixed to it and connected to the drive by means of a traction. In this case, the carriage includes the first and second traverses, made in the form of pre-loaded spring blocks, kinematically connected by means of spacers with fixing beams having brackets, with the formation of two independent parallelogram systems. The device’s frame is equipped with compensators, and the fixing beams are equipped with stops, while the first crosshead is equipped with a latch, and the stops are equipped with brackets (teeth) and stop-traps of the wheel pair crests having bevels on the rear parts. When interacting with any fixed pair of wheelset in the composition, the instantaneous center of rotation of the pair of wheels is moved from the points of contact of the wheel skating circle with the surface of the track rails heads at the point of contact of the ridges of the wheelset with stops-traps on the fixing beams, their movement relative to the device frame towards the slope paths to the distance necessary for fixing the beams in the mode of holding the composition. In the process of fixing, the drive, by means of a lever mechanism, moves the carriage along the frame guides. The spacer elements reveal the fixing beams with brackets (teeth) and stop-traps of the wheelset flanges until the base of the beams touch the inner surfaces of the wheelset rims. In this case, the brackets (teeth) of the beams will go into the internal recesses, and the stop-traps will be placed under the ridges of the wheelset of the fixed structure. The process of fixing the composition at an angle of 12-15 ° will end when the stops-traps become in the spacing of the wheelset due to compression of the spring. In the mode of holding the composition, as the brakes of the fixed composition are released, it will be shifted, and therefore the wheelset with the fixing beams by the amount of “n” compression of the compensators, which corresponds to an additional rotation of the spacer elements at an angle of 12-15 °. With such a shift, the ridges of the wheelset, rolling on the stops, fall into the traps and hold the fixing beams in the area of their jamming from moving inside the track. The device allows, using any wheelset of any car, located in the working area of the device, to fix the trains from the tail, and long trains, the first cars of which go beyond the device, from the head.

A serious technical disadvantage of the known device for securing rolling stock is that the device does not provide for the possibility of damping dynamic loads. Therefore, the shock loads that occur in the composition are rigidly (directly) transferred to the elements of the device, which entails damage to the device, and under certain conditions, it is possible to cut off the car’s kingpin, raise the body above the trolley and then dump it. In addition, the fastening of the composition for one wheel pair of the car and only for the inner end surface of the wheel does not provide reliable fastening of the composition of increased weight and length. The installation of stops-traps in the spacing of the wheelset does not guarantee reliable retention of the composition on the way, because as the brakes are released, the train is shifted, which means that the train can move on another path and collide with another train there, thereby violating the safety of train traffic.

The technical task of the invention is the creation of a structure capable of damping shock loads arising in the composition and to ensure reliable fastening and retention of the composition on the station track.

The technical result of the invention is reliable fastening of the composition on the station track, eliminating the possibility of damage to cars and improving the safety of train traffic.

To solve the technical problem and achieve the specified technical result in the train holding unit on the station track, which includes a train fastening module mounted inside the track, containing an electric drive and a frame with a carriage movably fixed to it, connected to the electric drive by means of traction, and spring blocks are placed in the carriage, connected to levers associated with the fixing tires, with the formation of two independent parallelogram systems, and the fixing tires are equipped with teeth and stops-trap mi and connected to the frame by the scenes and compensators, according to the invention, the composition retention unit includes a damping module mounted inside the track, assembled from clamping sections and containing an electric drive connected through a gear clutch for torque limitation with a screw jack, a frame with a carriage movably fixed to it and connected to it a screw jack and with levers that are connected by compensators with equalizing levers connected to internal and external pushers swinging on their axes relative to the frame, with than the leveling levers and the external pushers are interconnected by means of traction, and the inner and outer tires are fixed on the inner and outer pushers, each of which consists of a ski with gear mechanisms, a base with slots for accommodating gear mechanisms, and a plunger, in addition , the electric drive of the structure fixing module is connected through a gear clutch of torque limitation to a screw jack.

For the module of fastening the train, the objects of working power actions when fixing the train is the axis of the first wheelset of the last car of the train.

The spring blocks located in the carriage of the module for securing the composition are connected to the levers using crosses.

The levers of the fastening module of the composition are connected to the fixing tires using axles.

Sensors for monitoring the working and non-working position of tires are fixed on the frame of the composition fixing module.

The damping module is assembled from four clamping sections interconnected by couplers with axles.

For the damping module, the objects of working power actions when fixing the train are the axes of the third or fourth wheel pairs of the penultimate car of the train.

The carriage of the damping module is connected to the screw jack by means of a rotary support.

Sensors are mounted on the frame of the damping module to monitor the working and non-working position of the tires.

The invention and its operation are illustrated by drawings.

In FIG. 1 shows a train holding unit and a sequence of installing unit modules on a railway track as applied to rolling stock cars; in FIG. 2 - module fixing composition; in FIG. 3 - a mechanism for raising the fixing bus of the composition fixing module; in FIG. 4 - shows the process of securing a wheel pair with a module for securing the composition; in FIG. 5 the process of fixing tires when fastening; in FIG. 6 shows the forces that occur when the composition is fixed; in FIG. 7 shows a damping module; on Fig shows the process of fixing the wheel with a damping module; in FIG. 9 shows the tire of the damping module in the working position when fixing the composition; in FIG. 10 - tire damping module in the folded state when unfastening the composition; in FIG. 11 shows the placement of the composition retention unit.

The composition retention unit (Fig. 1) is a combination of two power modules installed sequentially on a railway track — a composition fixing module and a damping module.

The fastening of the train is carried out for the wheelsets of the last two wagons. Using the damping module, a third or fourth wheel pair (depending on the type of rolling stock) of the penultimate car is fixed. Using the composition fixing module, the first wheelset of the last (tail) car of the composition is fixed.

The modules of the composition retention unit are single-acting mechanisms that ensure the composition is kept from escaping towards the slope and the locomotive freely pulls the fixed train to the side opposite to the slope.

The design of the modules provides for two stable positions: working and non-working. In the idle position, each module does not interfere with the train moving along the railway in any direction. In addition, the module, which is inoperative, is outside the dimension of the approximation of the buildings "Sp".

The module for securing the train (Fig. 2) is intended for rigid fixation of the train at a precisely fixed point of the receiving-departure track. For the module of fastening the train, the objects of working power (frictional) actions when fixing the train is the axis of the first wheel pair of the last (tail) car of the train.

When supplying voltage to the electric drive 1, the rotation from its output shaft is transmitted through a gear clutch for torque limitation 2 to the input shaft of the screw reducer of the screw jack 3. The rotation of the input shaft is converted into the rectilinear movement of the carriage 4, connected by an axis 24 to the screw of the jack 3, which moves on the rollers 13 along the guides located on the frame 5. In the carriage 4 there are spring blocks 6 connected by means of crosspieces 22 with levers 7 and 8. The levers 7 and 8 are connected by axles 23 with fixing tires 9. Fixing tires 9 harvested teeth 17 and stops 18, made with a trap, which is a recess under the wheel flange. At the time of fixing, the fixing tire 9 abuts against the wheel and holds it due to the interaction of the stops located on the tire with the flange and the inner surface of the wheel. The fixing rail 9 is connected to the frame 5 by a link 10 and a compensator 11 (Fig. 3). The compensator 11 is mounted on the frame 5 by means of a spring block 27 in order to compensate for distortions that occur in the tire 9 when the wheelset 16 is fixed. The link 10 is fixed on one side by the axis 28 on the compensator 11 and the axis 25 on the tire 9. The link 10 is connected by an axis 21 with a stem 26 fixed in the spring block 20.

When fixing the wheelset 16, the carriage 4 (Fig. 4), moving, raises and pushes the fastening tires 9 with their teeth 7 and 8, which with their teeth grab the wheelset 16 at the internal recesses of the wheel rims, and the soles of the fastening tires go under the heads of the track rails 15, while compressing the springs of block 6.

Simultaneously with the movement of the carriage and the opening of the tires, due to the compensator 11 (Fig. 3) and the scenes 10, the tires 9 will rise above the rolling surface of the rails 15 and cling to the inner surface of the wheelset 16, and the levers 7 (Fig. 5) will not reach a straight line Oh, at an angle of 25 °.

As the fixing tires 9 with levers 7 are moved relative to the frame of the module in a straight line О-О, the module springs 6 and the stop 19 of the tire 9 are compressed, and the levers 7 with the stops 8 abut against the rod 12, excluding the movement of the fixing tires 9 inside the track.

The fixing process will end when the levers are perpendicular to the axis of the screw jack of the electric drive, due to which the stroke of the carriage and the fixing tires will increase, and the teeth are guaranteed to enter the internal recesses of the wheels.

The load P of the fixed composition (Fig. 6) is transmitted through the support 14, track rails 15, rims of the fixed wheel pair 16, the fixing tires 9 with teeth 17 and the stops 18 on the module frame.

An increase in the retarding force P1 as the load P increases is achieved by transferring the instantaneous center of rotation of the wheel 16, pinched between the tooth 17 and the stop 18, from the point O (the contact point of the wheel on the rail head) to the point O1 (the contact point of the wheel flange with the stop -trap), and the fixing tires 9 are held by a pair of wheels 16 in the pinch zone from the movement of the tires inside the track.

If it is impossible to operate the electric drive and when setting up the module, its translation from one position to another is carried out manually with the handle of the handle.

The damping module (Fig. 7) is designed for shockless quenching of possible linear train speeds that occur when the locomotive is combined with the train or when the train is disengaged, as well as during situational manipulations of cars. For a damping module, the objects of working power (friction) impacts when fixing the train are the axes of the third or fourth wheel pairs of the penultimate car of the train. The choice of axles of wheel sets for power actions depends on the type of rolling stock (types of cars).

The composition is fixed with a damping module by clamping (using an electromechanical drive with linkage mechanisms) metal tires simultaneously to the end surfaces of the wheels of the wheelset of the carriage of the penultimate car.

When the supply voltage is applied, the rotation from the output shaft of the electric drive 29 through the gear clutch of the torque limit 30 is transmitted to the input shaft of the worm gear of the screw jack 31, which, through the rotary support 32, moves the carriage 33 on the rollers 34 along the guide fixed to the frame 35.

The damping module is assembled from four clamping sections interconnected by couplers 36 with axles 37. On the carriage 33, levers 38 are attached by means of axles 54, connected by compensators 39 to equalizing levers 40 (Fig. 8), which are connected by axes 48 to internal pushers 41, swinging on the axis 47 relative to the frame 35. On the inner pushers 41, with the help of the axles 49, the internal tires 42 are fixed, consisting of a ski 55 with gear mechanisms, a base 56 in which there are grooves for accommodating the gear mechanisms of the skis, and a plunger 57 for revoda skiing to its original position. The force is transmitted to the external tire with gear mechanism 45 by means of a rod 43 connected by axles 53 and 51 to equalizing lever 40 and external pusher 44, respectively. The outer pushers 44 swing on the axis 50 relative to the frame 35. On the outer pushers 44, with the help of the axles 52, external tires 45 are mounted, consisting of a ski 55 with gear mechanisms, a base 56 in which there are grooves for accommodating the gear mechanisms of the skis, and a plunger 57 for to transfer the ski to its original position.

When moving the carriage 33 (Fig. 7), the lever 38 acts through the compensator 39 on the equalizing lever 40 (Fig. 8), which begins to rotate around the axis 48. In this case, the inner pusher 41 begins to rotate around the axis 47. The inner pusher 41 moves until until the inner tire 42 mounted on it touches the inner end surface of the wheel 46. With further movement of the lever 38, the equalizing lever 40 continues its rotation around the axis 48 and drives the rod 43 connected to it. The rod 43, acting through the axis 51, drives the external pusher 44, which, rotating around the axis 50, presses the outer (external) tire 45 to the wheel pair 46. This provides frictional shockless damping of the possible linear speeds of the composition (for example, when connecting a locomotive to the train, during trips of the train, during situational manipulations of wagons).

The operating and initial position of the tires is controlled by sensors mounted on the module frame (not shown).

Toothed elements mounted on the tire allow the wheels to be held in the direction opposite to the slope of the path and to allow the wheels to pass freely in the direction of the path rise (Fig. 9-10).

In the initial position at the time of fixing the composition (Fig. 9), the ski 55 is located relative to the base 56, so that the gear elements of the ski rest on the plane of the base 56. The plunger 57 prevents the gear elements of the ski 55 from moving into the grooves of the base 56. When fixing the composition of the ski 55 holds the car wheel in a direction opposite to the slope.

The fixing process will be completed when the levers stand perpendicular to the axis of the screw jack of the electric drive, due to which the stroke of the carriage and tires increases, and the teeth are guaranteed to enter the internal recesses of the wheels.

To remove fixing (Fig. 10), i.e. when the composition is unfastened, the composition is stretched or deposited, depending on the installation location of the composition retention unit, in the direction of the slope. In this case, due to the friction forces, the ski 55 with gear elements moves in the opposite direction to the load perception. The spring of the plunger 57 is compressed and the gear elements of the ski 55 enter the grooves of the base 56. The wheel is released and rolls out of the damping module without hindrance. After the wheel is removed, the spring of the plunger 57 will move the ski 55 to its original state relative to the base 56.

Tires with gear elements allow you to take the load from the weight of the composition in the direction of the slope and freely bring the composition to the side opposite to the slope (if necessary, pull the composition to the side opposite to the slope).

The mechanisms and internal cavities of both modules are protected from the effects of snow removal equipment and foreign objects.

The composition retention unit is installed on sleepers only on specialized routes of reception or departure. The installation location of the composition retention unit is selected during the development of a working draft based on local conditions (the direction of the slope, existing floor devices, etc.) (Fig. 11). At the same time, the train holding unit should be located in the lower part of the slope of the station track, not closer than 150 m from the insulating junction of the rail chain (or metering station for axle counting systems) of the station track.

The module damping block holding the composition is installed at a distance of 2.02 m from the module securing the composition in the direction opposite to the slope.

In the operating position, the modules of the train for holding the train reliably keep the train from moving and perceive the dynamic loads that arise in the train.

The composition retention unit provides mechanical locking of the upper position until the locomotive pulls (settles) the fixed composition in the direction opposite to the slope.

The composition fixing scheme using the module damping for the third or fourth wheel pair of the last carriage, and using the composition fixing module for the first wheel pair of the tail carriage, it is guaranteed to fix the composition from going out of the way and damp the dynamic loads that occur in the composition, which helps to eliminate the possibility damage to wagons and improving the safety of train traffic.

The damping module allows you to compensate for vibrations that occur in the composition by using the principle of frictional fastening, i.e. friction forces. For damping shock loads, the following are used: friction forces arising in the contact between the wagon wheel and the clamping tire, as well as the absorbing devices of the wagons involved in fastening. In addition, the damping module secures the wheelset to both the external and internal recesses of the wheel, which also helps to increase the reliability of the fastening of the train, which means it insures the cars against damage and increases the safety of train traffic.

The connection of the electric drive of one and the other module through a gear clutch of torque limitation with a screw jack allows you to increase the drive stroke to 1 m, and, therefore, increase the tire stroke, which will ensure guaranteed entry of the tire into the internal recesses of the wheels and reliable fastening of the composition. This will eliminate the possibility of shifting the train, and therefore the possibility of damage to wagons, which helps to increase the safety of train traffic.

The composition retention unit guarantees reliable fastening and retention of compositions weighing up to 10,000 tons on a slope of up to 3 ‰.

Claims (10)

1. A train holding unit on the station track, including a train holding module mounted inside the track, comprising an electric drive and a frame with a carriage movably mounted on it and connected to the electric drive by means of a traction, with spring blocks connected to levers connected to the fixing tires in the carriage , with the formation of two independent parallelogram systems, and the fixing tires are equipped with teeth and stops, traps, and are connected to the frame by wings and compensators, characterized in that it includes a damping module mounted inside the track, assembled from clamping sections and containing an electric drive connected via a gear clutch for torque limitation to a screw jack, a frame with a carriage movably fixed on it, connected to a screw jack and to levers that are connected by compensators to equalizing levers connected to internal and external pushers swinging on their axes relative to the frame, and the leveling levers and external pushers are interconnected by traction, and on the internal and on The inner and outer tires, respectively, are fixed to each pusher, each of which consists of a ski with gear mechanisms, a base with slots for accommodating gear mechanisms, and a plunger, in addition, the electric drive of the structure fixing module is connected via a gear clutch to limit the moment with a screw jack. 2. The composition retention unit according to claim 1, characterized in that for the composition fixing module, the objects of working power actions when the composition is fixed are the axis of the first wheelset of the last composition carriage. 3. The composition retention unit according to claim 1, characterized in that the spring blocks located in the carriage of the composition fixing module are connected to the levers by means of crosses. 4. The composition retention unit according to claim 1, characterized in that the levers of the composition fixing module are connected to the fixing tires using axles. 5. The composition retention unit according to claim 1, characterized in that sensors are mounted on the composition fixing module frame for monitoring the working and non-working position of the tires. 6. The retention unit of the composition according to claim 1, characterized in that the damping module is assembled from four clamping sections. 7. The holding block of the composition according to claim 1, characterized in that the clamping sections of the damping module are interconnected by couplers with axles. 8. The train holding block according to claim 1, characterized in that for the damping module the objects of the working force when the train is fixed are the axes of the third or fourth wheel pairs of the penultimate car of the train. 9. The composition retention unit according to claim 1, characterized in that the carriage of the damping module is connected to the screw jack by means of a rotary support. 10. The composition retention unit according to claim 1, characterized in that sensors are mounted on the frame of the damping module to monitor the working and non-working position of the tires.

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