EP0508078B1 - Cableway with brake - Google Patents

Cableway with brake Download PDF

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Publication number
EP0508078B1
EP0508078B1 EP19920103218 EP92103218A EP0508078B1 EP 0508078 B1 EP0508078 B1 EP 0508078B1 EP 19920103218 EP19920103218 EP 19920103218 EP 92103218 A EP92103218 A EP 92103218A EP 0508078 B1 EP0508078 B1 EP 0508078B1
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EP
European Patent Office
Prior art keywords
brake
cabin
guiding
rail
travelling gear
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Lifetime
Application number
EP19920103218
Other languages
German (de)
French (fr)
Other versions
EP0508078A2 (en
EP0508078A3 (en
Inventor
Norbert Riedl
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Waagner Biro AG
Original Assignee
Waagner Biro AG
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Filing date
Publication date
Application filed by Waagner Biro AG filed Critical Waagner Biro AG
Publication of EP0508078A2 publication Critical patent/EP0508078A2/en
Publication of EP0508078A3 publication Critical patent/EP0508078A3/en
Application granted granted Critical
Publication of EP0508078B1 publication Critical patent/EP0508078B1/en
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61H—BRAKES OR OTHER RETARDING DEVICES SPECIALLY ADAPTED FOR RAIL VEHICLES; ARRANGEMENT OR DISPOSITION THEREOF IN RAIL VEHICLES
    • B61H7/00—Brakes with braking members co-operating with the track
    • B61H7/12—Grippers co-operating frictionally with tracks
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61H—BRAKES OR OTHER RETARDING DEVICES SPECIALLY ADAPTED FOR RAIL VEHICLES; ARRANGEMENT OR DISPOSITION THEREOF IN RAIL VEHICLES
    • B61H9/00—Brakes characterised by or modified for their application to special railway systems or purposes
    • B61H9/02—Brakes characterised by or modified for their application to special railway systems or purposes for aerial, e.g. rope, railways

Definitions

  • the invention relates to a funicular with a rail brake, in which the cabin is spring-loaded and is guided at a variable distance from the surface of the road, and in which the cabin is supported on a main undercarriage consisting of a wheel set, and on a guide undercarriage which is smaller than wheels the wheels in the main undercarriage are provided, the guiding undercarriage on the carriageway being separated from the main undercarriage and carrying this rail brake.
  • Rail brakes differ from normal car brakes in that it is not the wheels on the road, but the movement of the cabin that is braked relative to the road. For this purpose, rope brakes and rail brakes have been developed that bring the cabin to a standstill in emergencies. As long as there is no emergency, service braking is initiated into the cabin via the drive cable.
  • rail brakes especially rail brakes for conical rail heads (wedge head rails), it is very important that the distance between the brake pivot point of the rail tongs and the top edge of the rail, since the distance to the rail has a significant influence on the braking force in accordance with the lever law.
  • DE-OS 26 25 759 discloses a rail brake for funicular cars, which is arranged in a brake car, which is connected to the chassis.
  • the car body In the event of braking, the car body is braked via the chassis, i.e. by means of a detour.
  • the brake car is only loaded by its own weight, which with regard to the braking force is negligible, so that emergency braking is dangerous.
  • AT-PS 387.550 discloses a rail brake which is built into a bogie and can therefore graze in the curve and when braking in the curve releases forces which force the web off the rail.
  • the invention has set itself the task of making a service-friendly arrangement that also benefits traffic safety.
  • the invention is characterized in that the guide chassis is articulated to the main chassis, in particular on a wheel set, and is guided to the cabin by means of an extension, such as a guide finger, and is pressed by springs in the direction of the roadway via springs, so that the Brake is arranged at a constant vertical distance from the road in all operating phases.
  • an extension such as a guide finger
  • a guide carriage 3 of a rail clamp brake is shown in elevation and plan.
  • the cable car is essentially indicated by a wheel of its main undercarriage 2, which is moved on a carriageway 1.
  • the carriageway 1 is the rail of a funicular on which the jaws 9 of a brake 4 engage.
  • the brake 4 has several, for example three units 4, 4 ', 4''which can be switched on in stages so that braking can be carried out in accordance with the required braking power.
  • Brakes 4, 4 ', 4'' are guided in a guide chassis 3, which has a guide wheel 6, which has a smaller diameter than the wheel of the main chassis 2, so that it reaches a higher speed, and is therefore more suitable for power take-offs such as speed measurement 7 and / or power generation 8 than a wheel of the main landing gear, which turns significantly slower.
  • the contact pressure of the guide roller 6 is introduced into the guide chassis 3, in particular above the guide roller 6, from the weight of the cabin via springs 5.
  • the guide trolley 3 is supported with the end opposite the guide wheel 6 on the unsprung main undercarriage 2 and is guided with the guide wheel 6 at a constant rail spacing, so that even with conical rail formation in the event of braking, no reduced braking forces occur, which in addition to the dead weight of the funicular the rail of lane 1 act.
  • the cabin has an extension 10 in the form of a guide finger which, according to FIG. 2, is guided between two spring-loaded buffers 11, 11 'in the direction of travel. Horizontal braking forces can also be derived transversely to the rail via the guide rail 12 directly into the cabin.
  • the extension 10 can advantageously be mounted between two units 4, 4 ', 4''of the brake in the guide carriage 3.
  • Fig. 2 is a plan view of Fig. 1 is shown, from which it can be seen that the guide wheel 6 auxiliary drives such as a speed measurement 7 and / or power generation 8 are implicitly connected.
  • the cylindrical extension 10 of the cabin is supported in several directions and allows the cabin to move vertically relative to the auxiliary chassis normal to the carriageway, that is to say the utilization the suspension travel of the vehicle suspension without blocking the cabin movement.
  • the extension 10 is mounted in spring-loaded buffers 11, 11 'or in movably mounted guide rails 12.
  • the modular system guide carriage 3 (brake carriage) can be extended in accordance with the required braking units, so that the braking force is derived directly into the cabin or the car body bypassing the carriage 2 and that the altitude is exactly maintained and parallelism of the car brake to the top edge of the rail is achieved.
  • the guide carriage for the brake is guided in two opposite directions, the guide wheel 6 is equipped with two wheel rims. In the longitudinal direction, the guidance takes place exclusively through the extension 10, vertical extension movements being possible.
  • This construction also allows the inclusion of relative movements longitudinally and transversely between the chassis axis and the brake car, which also makes cornering possible without any problems.
  • Power take-offs can be flanged directly to the guide wheel shaft, so that, due to the higher number of revolutions of the smaller wheels compared to the large ones, there is a higher power yield in the devices of the power take-off or that they work more precisely.
  • the brake cage itself consists of longitudinal and cross members.
  • the brake carriage is arranged on the main undercarriage of the track, the guide wheel 6 being provided to follow the main undercarriage 2 traveling down the valley.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Platform Screen Doors And Railroad Systems (AREA)

Description

Die Erfindung betrifft eine Standseilbahnen mit einer Schienenbremse, bei welcher die Kabine gefedert gelagert und in variablem Abstand von der Fahrbahnoberfläche geführt ist, und bei welcher die Kabine sich auf einem aus einem Radsatz bestehenden Hauptfahrwerk, sowie auf einem Führungsfahrwerk abstützt, das mit kleineren Rädern als die Räder im Hauptfahrwerk versehen ist, wobei das Führungsfahrwerk auf der Fahrbahn vom Hauptfahrwerk getrennt ist und diese Schienenbremse trägt.The invention relates to a funicular with a rail brake, in which the cabin is spring-loaded and is guided at a variable distance from the surface of the road, and in which the cabin is supported on a main undercarriage consisting of a wheel set, and on a guide undercarriage which is smaller than wheels the wheels in the main undercarriage are provided, the guiding undercarriage on the carriageway being separated from the main undercarriage and carrying this rail brake.

Schienenbremsen unterscheiden sich von normalen Wagenbremsen dadurch, daß nicht die Räder auf der Fahrbahn, sondern die Bewegung der Kabine relativ zur Fahrbahn gebremst wird. Hiezu sind Seilbremsen bzw. Schienenbremsen entwickelt worden, die in Notfällen die Stillsetzung der Kabine bewirken. Betriebsbremsungen werden, solange kein Notfall auftritt, über den Antrieb des Zugseiles in die Kabine eingeleitet. Bei Schienenbremsen, insbesondere Schienenbremsen für konische Schienenköpfe (Keilkopfschienen), kommt es sehr auf den Abstand des Bremsendrehpunktes der Schienenzange zur Schienenoberkante an, da der Abstand zur Schiene dem Hebelgesetz entsprechend die Bremskraft wesentlich beeinflußt.Rail brakes differ from normal car brakes in that it is not the wheels on the road, but the movement of the cabin that is braked relative to the road. For this purpose, rope brakes and rail brakes have been developed that bring the cabin to a standstill in emergencies. As long as there is no emergency, service braking is initiated into the cabin via the drive cable. For rail brakes, especially rail brakes for conical rail heads (wedge head rails), it is very important that the distance between the brake pivot point of the rail tongs and the top edge of the rail, since the distance to the rail has a significant influence on the braking force in accordance with the lever law.

Die DE-OS 26 25 759 offenbart eine Schienenbremse für Standseilbahnwagen, die in einem Bremsenwagen angeordnet ist, der mit dem Fahrwerk verbunden ist. Im Falle einer Bremsung wird der Wagenkasten über das Fahrgestell, also durch einen Kraftumweg gebremst. Gleichzeitig ist der Bremswagen nur durch sein Eigengewicht belastet, welches im Hinblick auf die Bremskräfte vernachlässigbar ist, so daß eine Notbremsung eine Gefahr darstellt.DE-OS 26 25 759 discloses a rail brake for funicular cars, which is arranged in a brake car, which is connected to the chassis. In the event of braking, the car body is braked via the chassis, i.e. by means of a detour. At the same time, the brake car is only loaded by its own weight, which with regard to the braking force is negligible, so that emergency braking is dangerous.

Die AT-PS 387.550 offenbart eine Schienenbremse, die in einen Drehgestell eingebaut ist und daher in der Kurve streifen kann und bei einer Bremsung in der Kurve Kräfte freisetzt, die die Bahn von der Schiene drängen.AT-PS 387.550 discloses a rail brake which is built into a bogie and can therefore graze in the curve and when braking in the curve releases forces which force the web off the rail.

Die Erfindung hat es sich zur Aufgabe gestellt, eine servicefreundliche Anordnung zu treffen, die gleichzeitig der Verkehrssicherheit zugute kommt.The invention has set itself the task of making a service-friendly arrangement that also benefits traffic safety.

Diese Aufgabenstellung führte zur Entwicklung eines eigenen Bremsenwagens, der unabhängig vom Drehgestell (oder Fahrwerk) eingebaut wird.This task led to the development of our own brake car, which is installed independently of the bogie (or chassis).

Die Erfindung ist dadurch gekennzeichnet, daß das Führungsfahrwerk gelenkig an Hauptfahrwerk, insbesondere an einem Radsatz, verbunden und an der Kabine mittels eines Fortsatzes, wie z.B.Führungsfinger, geführt sowie vom Eigengewicht der Kabine über Federn in Richtung auf die Fahrbahn gedrückt ist, so daß die Bremse in allen Betriebsphasen im konstanten Vertikalabstand zur Fahrbahn angeordnet ist. Ausgestaltungen der Erfindung sind in den Ansprüchen 2 und 3 angegeben.The invention is characterized in that the guide chassis is articulated to the main chassis, in particular on a wheel set, and is guided to the cabin by means of an extension, such as a guide finger, and is pressed by springs in the direction of the roadway via springs, so that the Brake is arranged at a constant vertical distance from the road in all operating phases. Embodiments of the invention are specified in claims 2 and 3.

In der angeschlossenen Zeichnung ist im Auf- und Grundriß ein Führungsfahrwerk 3 einer Schienenzangenbremse dargestellt.In the attached drawing, a guide carriage 3 of a rail clamp brake is shown in elevation and plan.

Die Seilbahn ist im wesentlichen durch ein Rad ihres Hauptfahrwerkes 2 angedeutet, welches auf einer Fahrbahn 1 bewegt wird. Die Fahrbahn 1 ist die Schiene einer Standseilbahn, an der die Backen 9 einer Bremse 4 angreifen. Die Bremse 4 weist mehrere, z.B. drei Einheiten 4, 4', 4'' auf, die stufenweise eingeschaltet werden können, so daß die Bremsung entsprechend der benötigten Bremsleistung durchgeführt werden kann. Die Bremsen 4, 4', 4'' sind in einem Führungsfahrwerk 3 geführt, welches ein Führungsrad 6 aufweist, das gegenüber dem Rad des Hauptfahrwerkes 2 einen geringeren Durchmesser aufweist, so daß es eine höhere Drehzahl erreicht, und dadurch für Nebenantriebe wie z.B. Geschwindigkeitsmessung 7 und/oder Stromerzeugung 8 besser geeignet ist als ein Rad des Hauptfahrwerkes, welches sich bedeutend langsamer dreht. Der Anpreßdruck der Führungsrolle 6 wird vom Eigengewicht der Kabine über Federn 5 in das Führungsfahrwerk 3, insbesondere oberhalb der Führungsrolle 6, eingebracht. Das Führungsfahrwerk 3 stützt sich mit dem dem Führungsrad 6 gegenüberliegenden Ende am ungefederten Hauptfahrwerk 2 ab und ist mit dem Führungsrad 6 im konstanten Schienenabstand geführt, so daß auch bei konischer Schienenausbildung im Fall einer Bremsung keine verringerten Bremskräfte auftreten, die zusätzlich zum Eigengewicht der Standseilbahn auf die Schiene der Fahrbahn 1 wirken. Zur unmittelbaren Krafteinleitung weist die Kabine einen Fortsatz 10 in Form eines Führungsfingers auf, der gemäß Fig. 2 zwischen zwei gefederten Puffern 11, 11' in Fahrtrichtung geführt ist. Ebenso sind horizontale Bremskräfte quer zur Schiene über Führungsschiene 12 direkt in die Kabine ableitbar. Der Fortsatz 10 kann vorteilhaft zwischen zwei Einheiten 4, 4', 4'' der Bremse im Führungsfahrwerk 3 gelagert sein.The cable car is essentially indicated by a wheel of its main undercarriage 2, which is moved on a carriageway 1. The carriageway 1 is the rail of a funicular on which the jaws 9 of a brake 4 engage. The brake 4 has several, for example three units 4, 4 ', 4''which can be switched on in stages so that braking can be carried out in accordance with the required braking power. Brakes 4, 4 ', 4'' are guided in a guide chassis 3, which has a guide wheel 6, which has a smaller diameter than the wheel of the main chassis 2, so that it reaches a higher speed, and is therefore more suitable for power take-offs such as speed measurement 7 and / or power generation 8 than a wheel of the main landing gear, which turns significantly slower. The contact pressure of the guide roller 6 is introduced into the guide chassis 3, in particular above the guide roller 6, from the weight of the cabin via springs 5. The guide trolley 3 is supported with the end opposite the guide wheel 6 on the unsprung main undercarriage 2 and is guided with the guide wheel 6 at a constant rail spacing, so that even with conical rail formation in the event of braking, no reduced braking forces occur, which in addition to the dead weight of the funicular the rail of lane 1 act. For the direct introduction of force, the cabin has an extension 10 in the form of a guide finger which, according to FIG. 2, is guided between two spring-loaded buffers 11, 11 'in the direction of travel. Horizontal braking forces can also be derived transversely to the rail via the guide rail 12 directly into the cabin. The extension 10 can advantageously be mounted between two units 4, 4 ', 4''of the brake in the guide carriage 3.

In Fig. 2 ist ein Grundriß zur Fig. 1 dargestellt, aus dem ersichtlich ist, daß das Führungsrad 6 Nebenantriebe wie eine Geschwindigkeitsmessung 7 und/oder Stromerzeugung 8 andeutungsweise angeschlossen sind. Der zylindrische Fortsatz 10 der Kabine ist in mehreren Richtungen abgestützt und erlaubt der Kabine gegenüber dem Nebenfahrwerk eine Vertikalbewegung normal zur Fahrbahn, also die Ausnützung des Federweges der Wagenfederung, ohne die Kabinenbewegung zu sperren. Zu diesem Zweck ist der Fortsatz 10 in federnd gelagerten Puffern 11, 11' bzw. in beweglich gelagerten Führungsschienen 12 gelagert.In Fig. 2 is a plan view of Fig. 1 is shown, from which it can be seen that the guide wheel 6 auxiliary drives such as a speed measurement 7 and / or power generation 8 are implicitly connected. The cylindrical extension 10 of the cabin is supported in several directions and allows the cabin to move vertically relative to the auxiliary chassis normal to the carriageway, that is to say the utilization the suspension travel of the vehicle suspension without blocking the cabin movement. For this purpose, the extension 10 is mounted in spring-loaded buffers 11, 11 'or in movably mounted guide rails 12.

Die besonderen Vorteile der beschriebenen Einrichtung sind, daß das Baukastensystem Führungsfahrwerkes 3 (Bremswagens) entsprechend der benötigten Bremseinheiten verlängerbar ist, so daß die Ableitung der Bremskraft direkt in die Kabine bzw. den Wagenaufbau unter Umgehung des Fahrwerkes 2 erfolgt und daß die exakte Einhaltung der Höhenlage und Parallelität der Wagensbremse zur Schienenoberkante erreicht wird. Damit der Führungswagen für die Bremse in zwei entgegengesetzten Richtungen geführt ist, ist das Führungsrad 6 mit zwei Spurenkränzen ausgestattet. In Längsrichtung erfolgt die Führung ausschließlich durch den Fortsatz 10, wobei vertikale Fortsatzbewegungen möglich sind. Diese Konstruktion, gestattet ferner die Aufnahme von Relativbewegungen längs und quer zwischen der Fahrgestellachse und dem Bremswagen, wodurch auch Kurvenfahrten problemlos möglich sind. Nebenantriebe können direkt an die Führungsradwelle angeflanscht werden, so daß sich, bedingt durch die höhere Umdrehungszahl der kleineren Räder gegenüber den großen, eine höhere Leistungsausbeute bei den Geräten des Nebenantriebes ergibt, bzw. daß dieselben genauer arbeiten. Der Bremsenkäfig selbst besteht aus Längs- und Querträgern. Der Bremsenwagen ist am Hauptfahrwerk der Bahn angeordnet, wobei das Führungsrad 6 dem talwärts fahrenden Hauptfahrwerk 2 nachlaufend vorgesehen ist.The particular advantages of the described device are that the modular system guide carriage 3 (brake carriage) can be extended in accordance with the required braking units, so that the braking force is derived directly into the cabin or the car body bypassing the carriage 2 and that the altitude is exactly maintained and parallelism of the car brake to the top edge of the rail is achieved. So that the guide carriage for the brake is guided in two opposite directions, the guide wheel 6 is equipped with two wheel rims. In the longitudinal direction, the guidance takes place exclusively through the extension 10, vertical extension movements being possible. This construction also allows the inclusion of relative movements longitudinally and transversely between the chassis axis and the brake car, which also makes cornering possible without any problems. Power take-offs can be flanged directly to the guide wheel shaft, so that, due to the higher number of revolutions of the smaller wheels compared to the large ones, there is a higher power yield in the devices of the power take-off or that they work more precisely. The brake cage itself consists of longitudinal and cross members. The brake carriage is arranged on the main undercarriage of the track, the guide wheel 6 being provided to follow the main undercarriage 2 traveling down the valley.

Claims (3)

  1. Cableway with rail brake and spring-mounted cabin which is located at variable distance from the track surface and supported on a main traveling gear (2) consisting of a wheel set and a guiding travelling gear (3) equipped with smaller wheels than the wheels in the main travelling gear (2), whereby the guiding travelling gear on the track (1) is separated from the main traveling gear (2) and carries the rail brake, characterized in that the guiding travelling gear (3) is linked by articulated connection with the main traveling gear (2), in particular with the wheel set and guided on the cabin by means of an extension (10) such as guiding finger and pressed by the dead weight of the cabin against the track (1) via springs (5), so that the brake (4) is located at a constant vertical distance to the track (1) in all operating phases.
  2. Cableway according to claim 1, characterized in that the extension (10) in the brake travelling gear is held between elastic supports and in particular between two units (4, 4', 4'') of the brake.
  3. Cableway according to claim 1, characterized in that the springs (5) are located on the guiding travelling gear (3) above the guiding roller (6) between the guiding traveling gear (3) and the cabin.
EP19920103218 1991-03-11 1992-02-26 Cableway with brake Expired - Lifetime EP0508078B1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
AT518/91 1991-03-11
AT51891A AT395966B (en) 1991-03-11 1991-03-11 RAIL BRAKE FOR LIFTS

Publications (3)

Publication Number Publication Date
EP0508078A2 EP0508078A2 (en) 1992-10-14
EP0508078A3 EP0508078A3 (en) 1993-07-07
EP0508078B1 true EP0508078B1 (en) 1996-01-24

Family

ID=3492740

Family Applications (1)

Application Number Title Priority Date Filing Date
EP19920103218 Expired - Lifetime EP0508078B1 (en) 1991-03-11 1992-02-26 Cableway with brake

Country Status (3)

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EP (1) EP0508078B1 (en)
AT (1) AT395966B (en)
DE (1) DE59205138D1 (en)

Families Citing this family (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
AT408538B (en) * 1997-08-25 2001-12-27 Girak Garaventa Gmbh Rail-type cableway, in particular funicular railway
AT407863B (en) * 1997-09-02 2001-07-25 Girak Garaventa Gmbh Running gear for rail-type cableways
CN104401350A (en) * 2014-11-25 2015-03-11 李诗平 Quick braking device of rail locomotive
CN109229134B (en) * 2018-11-14 2024-05-07 粤水电轨道交通建设有限公司 Bidirectional emergency anti-slip braking device for electric locomotive

Family Cites Families (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CH561127A5 (en) * 1973-11-21 1975-04-30 Habegger Willy
DE2625759A1 (en) * 1976-06-09 1977-12-15 Pohlig Heckel Bleichert Cable railway car snatch brake mechanism - has cam disc on guide wheel to operate brake grips via lever rod
CH617138A5 (en) * 1977-03-07 1980-05-14 Brugg Ag Kabelwerke Brake device on a cable car
AT387550B (en) * 1984-04-12 1989-02-10 Waagner Biro Ag ARRANGEMENT OF RAIL PISTON BRAKES FOR FUNICULAR RAILWAYS

Also Published As

Publication number Publication date
DE59205138D1 (en) 1996-03-07
EP0508078A2 (en) 1992-10-14
EP0508078A3 (en) 1993-07-07
ATA51891A (en) 1992-09-15
AT395966B (en) 1993-04-26

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