WO2015063351A1

WO2015063351A1 - Folding chair for monitoring reversing of trains

Info

Publication number: WO2015063351A1
Application number: PCT/ES2014/070304
Authority: WO
Inventors: Victor SANCHEZ JAEN
Original assignee: Sanchez Jaen Victor
Priority date: 2013-10-31
Filing date: 2014-04-11
Publication date: 2015-05-07
Also published as: ES2537156A1; ES2537156B1

Abstract

Folding chair for monitoring the reversing of trains, constituted by a set of components operationally linked together, formed by metal profile sections having at least one fastening means; a simple valve with recovery spring, a standard brake semi-coupling, a pedal, a klaxon, a button or pedal located between the two with the klaxon and a high-intensity light.

Description

DESCRIPTION

FOLDING CHAIR OF TRAIN REVERSE CONTROL TECHNICAL SECTOR

The present invention is part of the railway safety sector, within the means of controlling train traffic.

STATE OF THE TECHNIQUE AND PROBLEMS TO BE SOLVED

At present there are safety regulations in force by which trains should not go back without taking a series of measures tending to perform the maneuvers safely and replace the lack of visibility of the driver, which is queued for the direction of movement, especially taking into account that some trains can be up to 700 meters in length, which implies a large number of wagons and weight with the consequent lack of visibility due to the position of the driver with respect to the front of the convoy, distance, constructions on the route or Wagons of the same train that interfere with cornering visibility.

For this reason, railroad personnel are placed in the tail car (if it has the appropriate place and with sufficient personal safety guarantees) or accompanies on foot next to the train that goes back transmitting to the driver the orders of advance and stop that were necessary, either by hand signals or by station in direct communication with the driver. In no case should the speed exceed 20 km / h.

The maneuvers inside a station, in general, do not suppose many inconveniences, given the short distance to travel in each movement, except stations with special particularities or considerable dimensions. For maneuver cases towards remote sidings several kilometers away or in the case of trains retreating to a previous station for not being able to continue the normal march (for example: by impotence of the locomotive to climb some ramp of the route, due to breakdown of a previous train, by interception of the track - due to floods, landslides, lane breakage-), this procedure becomes practically unfeasible, due to the large amount of time it takes to travel those distances and due to the lack of security when stopping the train in case of need, in addition to the low speed possible to reach (20 km / h or man step, if the one accompanying the train goes on foot). In those cases, it is necessary to send another locomotive to the tail of the stopped train to help it, a locomotive that is not always available near the place of the incident, so the times to free the track are much longer than it would be desirable, with the consequent economic cost and in time for the delays caused to the same train and others, in addition to the cost and setbacks involved in the use of said locomotive and relevant personnel.

According to current Spanish train traffic regulations, a pushed train can exceed the speed of 20 km / h only if a series of requirements are met, and they are the following:

You can drive at 100 km / h if the driver is located in the first vehicle in the direction of movement, if you have a whistle and a high intensity focus (if it is night or there are tunnels) if you have direct communication with the driver who pushes , if the automatic braking of the entire composition can be activated from said first vehicle and that the braking cut of the locomotive it pushes occurs when braking.

You can drive at 50 km / h if the driver is located in the first vehicle in the direction of movement, if you have a whistle, if you have a high intensity focus (if it is night or there are tunnels), if you have direct communication with the driver who pushes and if he has the Emergency brake control of the entire composition.

Therefore, given the difficulty that currently exists to meet all these conditions, the movement of maneuvers to remote sidings several kilometers has been done in most cases by placing the locomotive first in the direction of the movement of the following shapes:

- or using two locomotives simultaneously, one in the head and the other in the queue, always using as traction the one that goes first in the direction of the movement, which is economically unprofitable, due to the high costs and time involved in the use of the same, it may not be possible because there is just no second locomotive or the place where the convoy is located does not allow the necessary maneuvers.

- or by passing the locomotive to the head. This procedure is not very agile and expensive in time and economic means, since many minutes are lost in passing the locomotive from head to tail and vice versa every time it is necessary to reverse the direction of travel and it is not always possible to perform.

OBJECT OF THE INVENTION

The object of the present invention consists of a FOLDABLE TRAIN BACK CONTROL CHAIR consisting of a set of components operatively linked to each other that make up a novel product that solves the problems described above in a simple and practical way since it can be used both in operations of recoil of trains as in maneuvers to deposit material in private sidings and derivations. It allows you to go back any train, regardless of its length and route to travel, with the required safety guarantees, as required by current regulations on train traffic, and with an acceptable speed for cases of maneuvers or setbacks by incident (maneuvers by incident: is when a train it cannot continue the normal march as for example because of the powerlessness of the locomotive to climb some ramp of the route, due to a breakdown of a previous train, due to interception of the track due to floods, landslides, blockage or lane breakage).

It provides a high economic saving by suppressing many hours of maneuvers tending to change the locomotive from head to tail and, in turn, saving in times of delays produced to other trains in cases of incidents in the march, because it allows to withdraw the train quickly and safely the route it occupies, and avoids the use of a second locomotive.

Said folding chair is installable in the rear part of the last car of the formation, so when the train goes back, the chair will be in front of the formation, complying with the safety regulations mentioned for the recoil at a higher speed because it provides a safe place, with the best visibility for the operator who can have control of the train brake as well as being able to make use of a whistle or horn and a spotlight to warn pedestrians and vehicles that could interfere in the progress of said train, both day and night, being communicated directly by radio with who runs the locomotive that will be behind the formation.

This chair is installed and fixed on the traction hook, which is a common element to any type of train car, and it is secured by at least one fixing device, for example a walrus type adjustment, in a quick and safe way. This chair is foldable and lightweight because it is constructed of aluminum or other sturdy and lightweight material. It has a device or pedal that controls a valve connected to the train brake line by means of a standard brake half coupling.

At the inlet to said valve there are two outlets for compressed air that are connected by means of its corresponding tube: one to the horn that has an intermediate button that, when pressed, opens the flow of pressurized air towards it by operating it; and another for the activation of the high intensity focus that has an intermediate button that, when pressed, makes it work by allowing the passage of compressed air. If necessary, the focus will be activated by the action of a battery.

The brake pedal when operated with the foot will cause the valve to close, which will release the brake and allow the train to move forward. By default, for safety reasons, when the chair is fixed, the brake control valve (which is initially open) is connected to the air supply supplied to the brake pipe itself, whereby the train would be braked because the opening said pipe because the chair pedal is not pressed. In this way it will be necessary for the operator to be in position and keep the pedal pressed constantly to cause the valve to close and thus keep the brake off. This allows the train to brake automatically in case of operator fading or another reason that prevents the operator from continuing to press the pedal, since the pedal is in a more advanced position than the normal position of the feet in the sitting position. of the operator, which obliges him to stretch his leg a little to reach and operate it, so that in case of operator fade the foot will fall by gravity releasing the pedal and therefore activating the train brake and decoupling the traction of the locomotive - since most of the locomotives have the automatic traction cut when an emergency braking occurs -.

Being a foldable and light weight device, it will allow all locomotives to carry one in their endowment, complemented by a portable station. This will allow effect maneuvers on sidings located at considerable distances, saving a lot of time, human and material resources, perfectly complying with the current norms for the safety in the backward movement of train formations, all of which denotes the great importance of the present invention.

BRIEF DESCRIPTION OF THE DRAWINGS

In order to better explain the object of the invention, it has been illustrated with several schematic figures, in one of its preferred embodiments, which assume a demonstrative example character not limiting its scope, such that:

Figure 1 is a perspective view of the right side of the deployed chair.

Figure 2 is a left perspective view of the deployed chair.

Figure 3 is a perspective view showing the chair placed on the hook of a carriage - only the end of the carriage in which the hook, which is between the stops, on which the chair will be fixed, has been schematized.

Figure 4 is a view showing the chair placed at one end of a carriage - only the hook of the carriage end on which the chair is fixed has been schematized.

Figure 5 is a diagram showing the components that use the compressed air of the train and its connections.

DETAILED DESCRIPTION OF THE INVENTION

In order that the present invention can be clearly understood and easily brought to the practical realization in its fundamental idea, will be given, in the following, a precise description of a preferred embodiment, making reference thereto to the accompanying schematic drawings that are part of it, taking into account that in all the figures the same reference numbers indicate the same or corresponding elements; the whole as a purely illustrative example and in no way limiting the invention, being:

Figure 1 is a perspective view of the unfolded chair in which each element is seen in its respective working position but in which the hook of the train car has not been included in order to clearly appreciate the arrangement of said elements. You can see the support area (1) composed of a sheet of semi-rigid material supported by its edges on two side bars (of which we appreciate the (2) and a rear (not visible), and two separate pipes in the front (3 and 3 ^' ); the armrests (4 and 4 ^' ) and the extendable backrest (5). From the structure that supports the support area you can see the vertical support stops (6 and 6 ^X ) that are joined by its upper end to a perpendicular crossbar (7) that is inserted on both sides in the respective front crossbars (3 and 3 ^X ) of the seat within which it rotates to be able to fold or unfold, and by its lower end they are fixed to the longitudinal crossbar main (8) presenting a reinforcement (9) of said fixation that also allows the tubes to pass inside (10 and 10 ^" are observed) that carry compressed air towards the rear of the horn (1 1) and to the lamp or lantern (12) from the valve (13) that shows its respect This conduit (14) through which it is connected to the main compressed air tube of the car by means of a standard semi-coupling of brake (15). We can see the button (16) that controls the horn (1 1), the pedal (17) that controls the brake valve (13), the fixed footrest (18), the U-shaped clamping and fixing means inverted (19) with his adjusting screw (20) that fixes the chair to the carriage hook, the retractable rear part (21), of the crossbar (8), which is related to the fixing means or walrus (22) causing the rear adjustment of the chair and providing a further point of anchorage to the rod corresponding to the hook of the car, said fixing means (22) being fixed at its top to the middle part of the rear profile of the chair. The parts corresponding to the seat belt (23 and 23 ^x ) are also appreciated.

Figure 2 is a perspective view of the opposite side of the unfolded chair in which each element is seen in its respective working position but in which the hook of the train car has not been included in order to clearly appreciate the arrangement of said elements. You can see the support area (1) composed of a sheet of semi-rigid material supported by its edges on two side bars (of which we appreciate the (2) and a rear (not visible), and two separate pipes in the front (3 and 3 ^' ); the armrests (4 and 4 ^' ) and the extendable backrest (5). From the structure that supports the support area you can see the vertical support stops (6 and 6 ^X ) that are joined by its upper end to a perpendicular crossbar (7) that is inserted on both sides in the respective front crossbars (3 and 3 ^X ) of the seat within which it rotates to be able to fold or unfold, and by its lower end they are fixed to the longitudinal crossbar main (8) presenting a reinforcement (9) of said fixation that also allows the tubes to pass inside (10, 10 ^" and 10 ^{" x} are observed) that transport compressed air towards the rear of the horn (1 1) and the lamp or flashlight (12) from the valve (13) that presents s or respective conduit (14) by which it is connected to the main compressed air tube of the car by means of a standard brake half-coupling (15). We can see the button (16) that controls the horn (1 1), the pedal (17) that controls the brake valve (13), the U-shaped clamping and fixing means (19) with its adjusting screw (20) that fixes the chair to the carriage hook, the retractable rear part (21), of the crossbar (8), which is related to the fixing means or walrus (22) causing the rear adjustment of the chair and providing a further point of anchorage to the rod corresponding to the hook of the car, said fixing means (22) being fixed at its top to the middle part of the rear profile of the chair. The parts corresponding to the seat belt (23 and 23 ^x ) are also appreciated.

Figure 3 is a perspective view showing the chair placed on the hook (24) of a carriage, in which only the end of the carriage in which the hook between the stops (25 and 26) can be seen is schematized. ), on which the chair is fixed by means of walrus type fixing means (19 and 22)

Figure 4 is a view in which the right side of the unfolded chair can be seen, where we can see each element in its respective working position, and in which the hook (24) of the train car has been included to be able to appreciate clearly the link between it and related elements. For clarity only some elements are indicated. We appreciate the means of clamping and fixing U-shaped walrus type (19) with its adjustment screw (20) that fixes the chair to the carriage hook (24), the retractable rear part (21), of the crossbar (8) , which is related to the fixing means (22) causing the rear adjustment of the chair and providing a further point of anchoring to the rod (27) of the hook (24), said fixing means (22) being fixed by its upper part to the middle part of the rear profile () of the chair. We also appreciate the horn (1 1) the horn (1), the valve (13) that presents its respective conduit (14) through which it is connected to the main compressed air tube of the car by means of a brake half-coupling standard (15). The control button (28) is also observed of focus or flashlight.

Figure 5 is a diagram showing the components of the circuit that uses the compressed air of the train, and its connections, where we can see the connection pipes (10, 10 ^" , 10 ^{" x} and 10 ^"" ) are observed that carry compressed air and the different related elements: the horn (1 1) and the lamp or lantern (12), the valve (13) that presents its respective conduit (14) through which it is connected to the main compressed air tube of the car by middle of a standard brake half coupling (15). We can see the buttons (16 and 28) that control the horn (1 1) and the flashlight (12), and the pedal (17) that controls the brake valve (13).

It is logical to assume that when this invention is put into practice, modifications may be introduced in terms of construction, materials and form thereof, but as long as it does not deviate from the fundamental principles that are clearly specified in the claim clauses that follow then:

Claims

1. FOLDING TRAIN BACK CONTROL CHAIR characterized in that it comprises a set of components integrated by a folding chair linked to a support formed by metal profiles that has at least one fixing means; a simple valve with a recovery spring linked, at its inlet end, to a pipe that has at its other end a standard brake semi-coupling, a pedal linked to the valve and related to the passage of compressed air through the same, a horn, connected to an outlet of compressed air that is located in the air inlet of the valve that controls the brake, and a button or pedal located between them and related to the passage of compressed air through the pipe that connect the compressed air outlet with the horn; a high intensity focus, connected to a compressed air outlet that is located at the air inlet of the valve that controls the brake, and a button or pedal located between them and related to the passage of compressed air through the pipe which connects the compressed air outlet with the high intensity focus.

2. FOLDING TRAIN BACK CONTROL CHAIR according to claim 1 characterized in that at least one fixing means is connected to the standard hook of the train car;

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REPLACEMENT SHEET (RULE 26)