RU2781318C1 - Automated system for car movement and positioning - Google Patents

Abstract

FIELD: mechanical engineering.

SUBSTANCE: invention relates to mechanical engineering, namely to railway equipment, which provides the movement of wagons and wagon rates, regardless of the shunting locomotive, both indoors and outdoors in a wide range of climatic conditions. The automated system for moving and positioning cars includes a traction module containing two drums; at least one traction truck, one of which is combined with the tension mechanism; at least two rope sheaves, one of which provides rope slip control. At the same time, the system serves at least two adjacent straight tracks, while the axes of rotation of the drums of the traction module are installed parallel to each other and are made with turns shifted by half a step on the first drum relative to the second drum, and the diameter of each next turn of the rope is reduced by the same value, which ensures the absence of intersection of the branches of the rope and equal perimeters of all turns. The drums are arranged mirror to each other, and the tension mechanism is made with at least one hydraulic cylinder.

EFFECT: provides positioning accuracy of cars, which reaches +/-100 mm, moving them over a considerable distance, reducing labor intensity in the manufacture and operation of such a system.

3 cl, 3 dwg

Description

FIELD OF TECHNOLOGY

The claimed technical solution relates to mechanical engineering, namely to railway equipment, which ensures the movement of wagons and wagon rates, regardless of the shunting locomotive, both indoors and outdoors in a wide range of climatic conditions.

BACKGROUND OF THE INVENTION

It is known that an automated system for moving and positioning cars based on a closed rope allows organizing the reverse movement of railway cars on straight railway tracks using a single drive using a traction bogie of an undercarriage or dead-end type. When using an undercarriage traction bogie, it is possible to organize the independent movement of cars from one rate on the passing tracks.

A device is known for moving railway cars over short distances using cable traction (RU92639U1 dated 06/15/2009, class IPC B61J 3/04), containing a reversible winch with an electric drive, a traction rope with a tension device in the form of flexible traction and a chain hoist. According to the first embodiment of the device, the ends of the drive branches and the traction rope are passed under one of the rails and brought out of the rail track, which allows the device to be used on any section of the rail track. According to the second version, the reversible winch is fixed on the rails, which makes it possible to use the device in a dead-end section of the track. The capture of wagons with the help of a flexible leash for the axle of the wheelset makes it possible to move any type of wagons, which significantly expands the scope of the device.

The disadvantage of the technical solution is the use of the engagement method, which is carried out by the axle of the wheelset, which implies the need for a worker to be under the car and, as a result, is laborious and unsafe. In addition, the travel length is limited by the rope capacity of the drum, and when winding in several turns, the travel speed changes, which can be critical for accurate positioning. Also, such a system does not provide an emergency stop of wagons.

A device for moving railway cars is known (RU158510U1 dated January 28, 2015, class IPC B61J 3/06), which contains a flexible traction element with a pull carriage attached to it, which moves by means of support rollers installed on the carriage body, along guides located between the rails of the railway gauges, a clutch assembly connecting the pull carriage with a railway car, bypass guide pulleys and a tension mechanism connected to a traction module, including a reversible electromechanical drive, equipped with a gearbox connected to the shaft on which the flexible traction element winding drums are located, changes have been made, namely : the coupling unit of the carriage with the railway car is made in the form of a traction rod placed on the axis in the body of the carriage, connected to the control unit by choosing its position and with the possibility of fixing the rod in the automatic coupler of the car, and the flexible element tension mechanism is equipped with an autonomous hydraulic drive, the hydraulic cylinder rod cat orogo is connected to the tension pulley of the flexible element.

The disadvantage of the technical solution is a small traction force, which limits the scope, namely, it is not applicable for moving heavy freight trains. In addition, the possibility of engagement is carried out only in the extreme cars in the rate, which leads to a limited list of types of shunting operations during the operation of this device for moving railway cars.

A known device for moving railway cars (RU58080U1 dated 06/14/2006, class B60J 3/04, B60S 1/66) contains a pull cart with wheelsets that move freely between the normal gauge rails on separately laid auxiliary rails, connected on both sides to the traction cable drive, inside the frame of the pulling bogie there is a mechanism that controls the spring-loaded pairs of pushers rigidly connected to the take-off levers and dual traction rollers installed on both sides of the bogie frame with the possibility of engaging with the flange of the wheel set of the railway car and the control system for the position and movement of the pulling bogie. At the same time, the mechanism that controls the traction rollers is made in the form of a copier, consisting of four profiled surfaces, connected with the possibility of moving along the guides by means of spring-loaded several pairs of rollers, some of which are equipped with hooks in contact with stops, on which limit switches are placed, which are sensors of the system. control and management of the movement of the cart.

The disadvantage of the technical solution is the use of two winches on the same rope from opposite ends, which requires synchronization of their work and leads to increased complexity in the manufacture and operation of this equipment. In addition, it has a small travel distance due to the limitation on the rope capacity of the winch drums. The thrust of the pushing rollers is made in the flange of the wagon wheel, while the touch is made at a limited point, which leads to a limitation of traction and a decrease in the possibility of moving heavy trains.

A device for moving railway cars (RU2442711C1 dated 22.09.2010, IPC class B61J 3/06) is known, it contains a pulling trolley made in the form of two consoles connected by an elastic element. The mechanism that controls the extension of the traction rollers is located in each console and is made in the form of a two-stage gear drive connected by a bayonet connection to the traction rollers shaft. Also, the control mechanism is equipped with a closer connected to the second drive stage and the frame of each console of the pulling trolley, which ensures tight contact of the traction rollers with fixed stops installed on the side surfaces of each console. A hydraulic cylinder is introduced into the tension mechanism, which regulates the position of the two-arm lever with loads. The specified technical solution is taken as a prototype.

The disadvantage of the technical solution is the implementation of work on only one path. The traction module is made of two rope drums, one of which is located at an angle to the other, which for a mechanism of this size and loads creates technological difficulties in the manufacture of the body, in particular the supporting parts. The tension mechanism is made by a separate device on the rope branch, and uses the chain hoist method to create a tension force, which requires the use of drive mechanisms (hydraulic drive) with a force twice as large as the tension force in the rope. This affects the metal consumption and the cost of the product.

In addition, the Applicant notes that all of the above systems cannot work in winter conditions in open space in conditions of snow drifts and icing, since practice shows that when using such devices, mandatory path cleaning is required before use.

The objective of the technical solution is to develop an automated system for the movement and positioning of wagons, which ensures the movement of loaded trains of railway wagons over long distances with precise positioning in strictly defined places in any climatic conditions, as well as reducing labor intensity in the manufacture and operation of such a system.

The technical solution to the above problem is the development of an automated system for moving and positioning cars, which includes a traction module containing two drums; at least one traction truck, one of which is combined with the tension mechanism; at least two rope sheaves, one of which provides control of rope slippage, where the system serves at least two adjacent straight tracks, while the axes of rotation of the traction module drums are installed parallel to each other and are made with coils shifted by half a pitch on the first drum relative to the second drum, and the diameter of each next turn of the rope is reduced by the same amount, which ensures that there is no intersection of the branches of the rope and equal perimeters of all turns, while the drums are mirrored to each other, while the tension mechanism is made with at least one hydraulic cylinder . The specified technical solution provides reliable transmission of traction without rope slippage, which significantly increases its resource, while significantly simplifying the technology for manufacturing the traction module itself, and when servicing two tracks with one system, it can significantly reduce the cost of equipment by eliminating the use of a second traction module, as well as a 2-fold reduction in the load on the tension mechanism, which allows you to choose equipment of smaller sizes with a lower cost.

A variant of the technical solution is possible, where a blade with a system for chipping ice from the tread surface of the auxiliary rails is installed on the traction bogie. The specified technical solution ensures reliable operation of the system in adverse climatic conditions or in conditions of sticking on the rails of transported goods spilled from the cars, the lack of removal of which can lead to the derailment of the traction bogie from the rail. In addition, the possibility of timely removal of snow deposits or spilled product from the path ensures reliable operation of the system in adverse climatic or technological conditions.

A variant of the technical solution is possible, where a system for applying anti-icing reagents is installed on the traction bogie, while the system can be made autonomous. The specified technical solution provides a reduction in the likelihood of ice formation on the rails and, accordingly, a reduction in the likelihood of the traction bogie derailing.

SUMMARY OF DRAWINGS

Additionally, we note that, as shown in FIG. 1-3 show the most preferred embodiment of the technical solution and cannot be considered as limiting the content of the technical solution, which includes other embodiments.

in fig. 1 - shows an automated system for moving and positioning cars, which shows a tension mechanism combined with a traction bogie

in fig. 2 - the traction module is shown;

in fig. 3 - a traction trolley is shown, where

pos. 1 - traction module, is a multi-strand drive mechanism with a motor-reducer;

pos. 2 - traction trolley, is a metal welded frame with wheels installed in it, with the help of which the trolley moves along the trolley track;

pos. 3 - rope, is a steel rope, the size of which is selected in accordance with the load;

pos. 4 - blocks, represents rope pulleys mounted on a fixed base through bearings;

pos. 5 - wagon - any railway wagon;

pos. 6 - drum, is part of the traction module and is a multi-strand rope pulley. In this case, one of the two drums is connected to the shaft of the motor-reducer 8, and the second drum 6 is mounted on an axis on bearings and rotates freely;

pos. 7 – the housing of the traction module 1 and is a solid metal structure on which the drums 6 and the motor-reducer 8 are fixed in bearing supports;

pos. 8 - motor-reducer, is part of the traction module 1 and is an electric motor with the required power according to the calculations, installed on the gearbox with the required gear ratio;

pos. 9 - clutch, is part of the traction module 1 and is a device that transmits torque from the shaft of the motor-reducer to the shaft of the traction drum;

pos. 10 - tension mechanism, mounted on a traction trolley and is a linear hydraulic drive, consisting of a hydraulic cylinder, a manual hydraulic station and connecting hoses;

pos. 11 - hydraulic cylinder, which is part of the tension mechanism and is a hydraulic device that allows you to develop the required tension force in the rope;

pos. 12 - regular blade is equipped with a device for crushing and dumping ice from the tread surface of auxiliary rails and is part of the traction bogie;

pos. 13 - a manual hydraulic station with a hydraulic cylinder is part of the tension mechanism and is a manual hydraulic pump with a pressure regulator, a safety valve, a pressure gauge and a hydraulic tank;

pos. 14 - the support wheel (gear) is part of the standard blade 12 of the traction trolley 12 and is a helical wheel made of a material that exceeds the hardness of ice or the chipped product;

pos. 15 - hinged fastening of the support wheel 14 to the body of the traction bogie 2;

pos. 16 - the blade is light and removable and is a structure hung on a traction trolley 12, if necessary, to clear the path from large snow drifts during the interoperational period, when the paths are free from wagons.

IMPLEMENTATION OF THE TECHNICAL SOLUTION

The claimed technical solution is shown in Fig. 1-3, where the automated system for the movement and positioning of wagons (hereinafter ASPPV) is a closed-type cable mechanism 3, which provides automated movement of trains formed in any sequence from four-axle gondola cars with a total weight of up to 1200 tons, in both directions.

In FIG. 1 - shows the traction module 1, where the novelty of the proposed technical solution lies in the use of two drums. At the same time, in the prototype, the drums were placed at an angle to each other, so that the outgoing branch from one drum went straight to the next turn on the second drum and the reverse branches, respectively, passed to the next turns of the first drum, while the drums were of the same diameter.

In the claimed technical design solution, the drums 6 are parallel to each other, and the turns are shifted by half a step on the first drum 6 relative to the second drum 6, the diameter of each next turn is reduced by the same amount, so that the outgoing branches of the rope 3 do not intersect with the body of the drums 6, with In this case, the drums 6 are mirrored to each other, which achieves equal values of the lengths of the turns and the correct operation of the mechanism without slipping and with minimal wear of the rope 3 and drums 6. Due to the geometric arrangement of the drums 6 and correctly selected values of the pitch of the turns B, the diameters of the drums D and distance L, the angle of entry of the rope 3 into the traction groove of the drum 6 is reached, which does not exceed the permissible one, which is 2 degrees with the regulated dimensions of the traction groove. This solution makes it possible to improve the manufacturability of this traction module 1, as well as to reduce the overall dimensions and metal consumption by more than 1.5 times with equal load characteristics.

In FIG. 2 - shows the principle of operation of the ASPPV - based on a closed rope 3, which allows you to organize the movement of the railway. cars 5 on two adjacent direct tracks using one drive using two traction bogies of the undercarriage or dead-end type, alternately or simultaneously, depending on the traction device used. When using an undercarriage traction truck 2, it is possible to organize independent movement of cars 5 on each track alternately. This technical solution can significantly reduce the cost of equipment by eliminating the use of the second traction module 1.

In FIG. 3 - shows the hydraulic cylinder 11, which is inserted into the break of the rope 3 branch and allows you to tension the rope 3 with a given load, as well as control the specified tension during operation due to the safety valve in the hydraulic discharge line.

In the prototype, the tension is made according to the chain hoist system. Refusal of this allows at least 2 times to reduce the load on the hydraulic cylinder 11 and reduce its size and dimensions for use in cramped conditions of interrail space. The manual hydraulic station for creating pressure in the HC is located on the traction trolley 2 and does not protrude beyond the required dimensions.

The combination of the application of the specified method of tensioning in the ASPPV with a controlled pressure force in the hydraulic system, a traction module 1 with multi-turn drums 6 and slip control on one of the blocks 4 allows you to move trains of railway cars 5, including loaded ones, over long distances with precise positioning (stopping ) at any point within the working area, for example, alternately stopping cars for loading or unloading, or stopping on the scales. At the same time, the positioning accuracy of cars can reach +/- 100 mm, which is several times higher than the positioning accuracy of prototypes.

For work on open sections of the railway. tracks in summer conditions, the APRS system does not require additional devices or shelters.

And in conditions of snowfall, as well as for conditions when spills of the transported cargo can form on the way, the traction undercarriage bogie 2 is equipped with a regular blade 12, which allows you to clear the track, interrail space and auxiliary rails within its dimensions from snow, or from spilled from cars 5 products that interfere with the movement of the traction trolley 2, while:

blade 12 is made in the form of a wedge, pivotally mounted on the body of the traction trolley 2 and has additional support wheels 14 rolling along the auxiliary rails, the weight of the blade 12 presses through the support wheels 14 on the rails.

The support wheels 14 are made in the form of helical gears of a material with a hardness higher than that of ice. which allows, due to the teeth, to break the ice on the rails, and due to the helical shape, to sweep the broken ice sideways from the rails. For explosion-proof design, wheels can be made of non-sparking materials, such as brass.

To remove large snow drifts from the track during interoperational periods (when there are no wagons or gondola cars 5 on the serviced section of the track), a light removable blade 16 is installed on the traction trolley 2 in addition to the standard blade 12, and repeating its contours, on quick-detachable connections, which allows clear the wider passage and the main rail track.

The claimed technical solution, namely the work of the APCS in the general cycle for loading trains of railway gondola cars 5, is as follows: a train formed from empty cars and/or gondola cars 5 is fed by the locomotive to the loading point in the area of operation of the traction bogie 2.

The coupler accompanying the train fixes it with the help of hand brake shoes or by cocking automatic stationary brake stops (hereinafter referred to as the TCB), if any, and uncouples the shunting locomotive from the train. Motion control is transferred to the operator. Traction trolley 2 engages with the train. The engagement can be done manually or automatically. At the command of the operator, the traction module 1 sets the jack in motion at a given speed over a given distance with the required accuracy, etc.

Upon completion of the required shunting operations, the train is delivered by the system to the pick-up zone by the locomotive, where it is uncoupled from the traction bogie and the rate is fixed by the brake devices, and before the arrival of the shunting locomotive, the traction bogie is disengaged from the wagon and sent to the starting point of waiting for the next batch of wagons.

The ASPPV can be controlled by the operator from a stationary remote control, a radio remote control, a mobile remote control via a radio channel, as well as automatically using a given program.

The proposed technical solution provides for the movement of loaded trains of railway cars over long distances with precise positioning in strictly defined places in any climatic conditions, as well as reducing labor intensity in the manufacture and operation of such a system.

Claims (3)

1. Automated system for moving and positioning cars, including a traction module containing two drums; a traction trolley combined with a tension mechanism; at least two rope sheaves, one of which provides control of rope slippage, characterized in that the system serves at least two adjacent straight tracks, while the axes of rotation of the drums of the traction module are installed parallel to each other and are made with coils shifted by half step on the first drum relative to the second drum, and the diameter of each next turn of the rope is reduced by the same amount, which ensures that there is no intersection of the branches of the rope and equal perimeters of all turns, while the drums are mirrored to each other, while the tension mechanism is made with at least one hydraulic cylinder. 2. The system according to claim 1, characterized in that a blade with a system for chipping ice from the tread surface of the auxiliary rails is installed on the traction cart. 3. The system according to claim 1, characterized in that a system for applying anti-icing agents is installed on the traction trolley, while the system can be made autonomous.

Images