EP1081010A1 - Vorrichtung zur Positionsjustierung von Güterwaggons - Google Patents
Vorrichtung zur Positionsjustierung von Güterwaggons Download PDFInfo
- Publication number
- EP1081010A1 EP1081010A1 EP00118645A EP00118645A EP1081010A1 EP 1081010 A1 EP1081010 A1 EP 1081010A1 EP 00118645 A EP00118645 A EP 00118645A EP 00118645 A EP00118645 A EP 00118645A EP 1081010 A1 EP1081010 A1 EP 1081010A1
- Authority
- EP
- European Patent Office
- Prior art keywords
- freight
- drive
- wagons
- active
- wagon
- 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.)
- Withdrawn
Links
Images
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
- B61G5/00—Couplings for special purposes not otherwise provided for
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
- B61D47/00—Loading or unloading devices combined with vehicles, e.g. loading platforms, doors convertible into loading and unloading ramps
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
- B61G11/00—Buffers
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61J—SHIFTING OR SHUNTING OF RAIL VEHICLES
- B61J3/00—Shunting or short-distance haulage devices; Similar devices for hauling trains on steep gradients or as starting aids; Car propelling devices therefor
Definitions
- the invention relates to a device for position adjustment of Freight wagons according to the preamble of claim 1.
- Application 198 49 023.2 describes a method for positioning a train a locomotive and several wagons suggested that under Interposition of spring forces coupled via pull and push units be, with a first end of the train prepositioned and a Anchor device is activated, after which the train until the interaction of the Stop with a fixed counter-stop with the application of a tractive force move and is further extended elastically under the stress of the spring forces, after which a further anchor device at a second end of the train is activated and then the traction is reduced and the train under the influence of Spring forces against the direction of expansion until the other interact activated stop device with another counter stop below Maintaining an elastic bias is moved back.
- the invention has for its object a device for position adjustment of freight wagons to specify, in particular for automatic and very precise positioning of all freight wagons of a train is suitable
- the advantages that can be achieved with the invention are, in particular, that the proposed active devices for position adjustment of freight cars are simple and inexpensive to manufacture and can be enlarged or reducing the distance between two freight wagons a very enable exact adjustment of all wagons of a train. There are Positional accuracy much smaller than 10 cm related to each Freight car of the train achievable. Adjusting the carriage positions one Depending on the active equipment used, the pull unit is shortened or Extend the coupling distances. The freight cars are partially or fully automatically brought into exactly the right position.
- Fig. 1 is a device for position adjustment of the first embodiment in Shown in section
- the device shown has a cylindrical actuator 1 on, in its weatherproof housing 2 there is a drive device 3 - preferably an electric hollow shaft motor - is located.
- the drive device 3 drives via a gear 4 and a drive element 5 - preferably one Spindle nut (with trapezoidal thread or recirculating ball thread) - one drive rod 6- preferably a threaded spindle.
- the drive rod 6 slides in one first end face of the actuator breaking through linear guide 7, which at the same time Rotation of the drive rod 6 prevents.
- the drive rod 6 is on her end located outside the actuator 1 with a fastening device 8 Mistake. There is another on the second end face of the actuator 1 Fastening device 9 is provided.
- Fig. 2 the attachment of the device of the first embodiment is between two Freight cars depicted.
- the ends of two freight cars are schematic outlined Both ends of the freight wagons are in a known manner equipped with two buffers 10, 11 located opposite each other.
- the actuator 1 is via its two fastening devices 8, 9 to fastening devices 12, 13 of the freight car ends mounted. As fastening devices 12, 13 can Drag hooks provided on the freight wagons in a known manner be used.
- the last freight wagon must be positioned beforehand and be fixed in the correct position.
- the Freight train pulled apart and brought into a slight tension, which the individual freight wagons have moved slightly beyond their positions.
- the individual freight wagons are now adjusted to their exact positions by shortening the coupling distances (wagon couplings), these Adjustment preferably automated and at the same time for all freight wagons is carried out.
- the wagon coupling is realized via the actuators 1, which partially or completely automatically controlled the wagon distances of the loose Shorten the coupled freight train until the correct wagon positions are reached.
- the actuators can be controlled manually or electronically Marks on the edge of the platform and the individual freight wagons (for example by means of ultrasound).
- Fig. 3 is a device for position adjustment of the second embodiment in Section shown.
- a buffer 14 of a freight wagon can be seen, the preferably telescopic buffer shaft 15 in one at the end of Freight wagons permanently installed linear guide 17 is movably guided.
- the distance between the freight car end and the abutment surface of the buffer 14 is by means of a drive device 16 - preferably operated pneumatically or hydraulically - adjustable.
- the freight wagons of the freight train have to be positioned and be brought against each other with light pressure. This is done, for example, by Lock the last freight car in its correct position and then lightly squeeze the wagon chain by the train locomotive, d. H. the train is brought into a slight compressive stress. Adjusting the individual Freight wagons on their exact positions are now done by synchronized Extending the variable length buffer 14 under control of the Drive devices 16, which leads to an increase in the coupling distances, this adjustment preferably automated and at the same time for everyone Freight wagons is carried out.
- the control of the Drive devices 16 can be manually or electronically via brands on the Platform edge and the individual freight wagons (e.g. using ultrasound) respectively.
- the buffers 14 can be withdrawn the hydraulic or pneumatic pressure in the drive devices in be operated conventionally.
- FIG. 4 is a device for position adjustment of the third embodiment shown. It is a top view of a first or second freight wagon 18 or 19 recognizable. At each end of the freight car there is a crossbeam 20 provided, on each of which two buffers 21, 22 are mounted. The crossbeam 20 is provided with two guide rods 23 and 24, which are movable in at the end of the freight wagon installed linear guides 25 and 26 stored and by means of Protective sleeves are protected against the effects of the weather and dirt.
- locking devices 27 and 28 Locking bolt
- locking devices 27 and 28 Locking bolt
- the locking devices 27, 28 can by hand or simultaneously pneumatically all freight wagons are operated (inserted or released).
- a drive device 29 mounted on a freight car end preferably an electric motor with screw jack - and a drive element 30 - preferably a spindle nut / lead screw configuration - is for Purposes of positioning and with released locking devices 27, 28 a Adjustment of the distance between the end of the freight car and the crossbar 20 possible. This adjustment is also by means of a drive device 29 coupled hand crank device 31 possible.
- To have to provide both ends of the freight wagon is preferably one synchronized coupling between the two drive devices 29 via a shaft 32 (mechanical synchronization).
- a synchronization via a chain, a rope or a toothed belt is preferably one synchronized coupling between the two drive devices 29 via a shaft 32 (mechanical synchronization).
- the freight wagons must be positioned beforehand and the Coupling points must be fixed relative to the platform. This can be done with two different methods can be achieved, according to a first Procedure by locking the last freight car in its correct position and then lightly compress the wagon chain using the Train locomotive or according to a second method by fixing the first and last freight wagons in the correct positions, with a slight one Tension is applied. In both processes, the freight wagons have theirs Positions reached except for relatively small deviations and no more scope to change their positions. After positioning the freight wagons they are To release locking devices 27, 28 on all freight cars. Then can the adjustment process for all freight wagons simultaneously fully or partially automated.
- a freight wagon is now adjusted to the exact position by synchronized process of the cross members 20 on both sides of the Freight cars, d. H. by adjusting the carriage positions of a train unit synchronized, sliding coupling units.
- the positions remain the coupling points unchanged relative to the platform, only the freight wagon shifts within the coupling points. Because such a process only ever affects the position of a freight wagon (with unchanged at the same time Coupling points), all freight wagons can be aligned at the same time.
- the Control of the drive device 29 determination of the direction of the necessary Correction, stopping when reaching the correct position
- the cross members 20 After loading the freight wagons, the cross members 20 are in their Move the middle positions to insert the locking devices 27, 28 enable.
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Transportation (AREA)
- Automobile Manufacture Line, Endless Track Vehicle, Trailer (AREA)
- Machines For Laying And Maintaining Railways (AREA)
Abstract
Description
- Fig. 1
- eine Vorrichtung zur Positionsjustierung erster Ausführungsform im Schnitt,
- Fig. 2
- die Befestigung der Vorrichtung erster Ausführungsform zwischen zwei Güterwaggons,
- Fig. 3
- eine Vorrichtung zur Positionsjustierung zweiter Ausführungsform im Schnitt,
- Fig. 4
- eine Vorrichtung zur Positionsjustierung dritter Ausführungsform.
- 1
- Aktor
- 2
- Gehäuse
- 3
- Antriebseinrichtung (elektrischer Hohlwellenmotor)
- 4
- Getriebe
- 5
- Antriebselement (Spindelmutter)
- 6
- Antriebsstange (Gewindespindel)
- 7
- Linearführung (mit Verdrehschutz)
- 8
- Befestigungseinrichtung
- 9
- Befestigungseinrichtung
- 10
- Puffer
- 11
- Puffer
- 12
- Befestigungseinrichtung (Schlepphaken)
- 13
- Befestigungseinrichtung (Schlepphaken)
- 14
- Puffer
- 15
- Pufferschaft (ggf. teleskopartig)
- 16
- Antriebseinrichtung (pneumatisch oder hydraulisch)
- 17
- Linearführung
- 18
- erster Güterwaggon
- 19
- zweiter Güterwaggon
- 20
- Quertraverse
- 21
- Puffer
- 22
- Puffer
- 23
- Führungsstange (mit Schutzmanschette)
- 24
- Führungsstange (mit Schutzmanschette)
- 25
- Linearführung
- 26
- Linearführung
- 27
- Arretiervorrichtung
- 28
- Arretiervorrichtung
- 29
- Antriebseinrichtung (Spindelhubgetriebe mit Elektromotor)
- 30
- Antriebselement (Spindelmutter und Gewindespindel)
- 31
- Handkurbeleinrichtung
- 32
- Welle
- 33
- Schlepphaken
Claims (14)
- Vorrichtung zur Positionsjustierung von Waggons, insbesondere Güterwaggons, gekennzeichnet durch eine aktive Einrichtung mit Antriebseinrichtung (3, 16, 29) zur Veränderung des Abstandes zwischen zwei Güterwaggons.
- Vorrichtung nach Anspruch 1, gekennzeichnet durch eine Synchronisation der aktiven Einrichtungen an beiden Enden eines Güterwaggons.
- Vorrichtung nach Anspruch 1 und/oder 2, dadurch gekennzeichnet, daß die aktive Einrichtung über ein Federelement mit dem Güterwaggon-Ende verbunden ist
- Vorrichtung nach einem der vorstehenden Ansprüche, gekennzeichnet durch eine elektrische Ausbildung der Antriebseinrichtung.
- Vorrichtung nach Anspruch 4, gekennzeichnet durch ein zwischengeschaltetes Getriebe (4).
- Vorrichtung nach Anspruch 4 und/oder 5, gekennzeichnet durch einen elektrischen Hohlwellenmotor.
- Vorrichtung nach einem der Ansprüche 4 bis 6, gekennzeichnet durch ein Antriebselement (5, 30) mit Gewindespindel und Spindelmutter.
- Vorrichtung nach einem der Ansprüche 1 bis 3, gekennzeichnet durch eine hydraulische Ausbildung der Antriebseinrichtung.
- Vorrichtung nach einem der Ansprüche 1 bis 3, gekennzeichnet durch eine pneumatische Ausbildung der Antriebseinrichtung.
- Vorrichtung nach einem der vorstehenden Ansprüche, gekennzeichnet durch mindestens eine parallel zur Fahrzeug-Längsachse wirkende Linearführung (7, 17, 25, 26) mit dann geführter Antriebsstange (6) oder Pufferschaft (15) oder Führungsstange (23, 24).
- Vorrichtung nach Anspruch 10, gekennzeichnet durch einen teleskopartig ausgebildeten Pufferschaft (15).
- Vorrichtung nach einem der vorstehenden Ansprüche, dadurch gekennzeichnet, daß ein Aktor (1) mit Antriebseinrichtung (3) als aktive Einrichtung dient, wobei der Aktor mit den Enden zweier gekuppelter Güterwaggons verbunden ist und den Kopplungsabstand in gewünschter Weise verkürzt.
- Vorrichtung nach einem der vorstehenden Ansprüche, dadurch gekennzeichnet, daß eine den Pufferschaft (15) beaufschlagende Antriebseinrichtung (16) als aktive Einrichtung dient.
- Vorrichtung nach einem der vorstehenden Ansprüche, dadurch gekennzeichnet, daß eine zwei Puffer (21, 22) tragende Quertraverse (20) am Güterwaggon-Ende vorgesehen ist, welche mittels mindestens einer Antriebseinrichtung (29) in Fahrzeug-Längsachse verschiebbar ist, um derart den Abstand zwischen Puffer (21, 22) und Güterwaggon-Ende zu verändern.
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE1999141532 DE19941532A1 (de) | 1999-09-01 | 1999-09-01 | Vorrichtung zur Positionsjustierung von Güterwaggons |
DE19941532 | 1999-09-01 |
Publications (1)
Publication Number | Publication Date |
---|---|
EP1081010A1 true EP1081010A1 (de) | 2001-03-07 |
Family
ID=7920346
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP00118645A Withdrawn EP1081010A1 (de) | 1999-09-01 | 2000-08-29 | Vorrichtung zur Positionsjustierung von Güterwaggons |
Country Status (2)
Country | Link |
---|---|
EP (1) | EP1081010A1 (de) |
DE (1) | DE19941532A1 (de) |
Cited By (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
WO2005123478A1 (de) * | 2004-06-15 | 2005-12-29 | Iii-Solutions Gmbh | Vorrichtung zur feinpositionierung seilgetriebener transportmittel |
US11352030B2 (en) | 2018-02-19 | 2022-06-07 | Inter-Rail Transport, Inc. | Railcar spacing tool |
Citations (10)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US3450271A (en) * | 1967-02-13 | 1969-06-17 | Ernest E Bissett | Railcar coupling |
DE2925905A1 (de) * | 1979-06-27 | 1981-01-22 | Boehmer Eisenwerk Kg | Einrichtung zum justieren und arretieren von schienenfahrzeugen |
DE3522082A1 (de) * | 1985-06-20 | 1987-01-02 | Siemens Ag | Anordnung zur feinpositionierung schienengebundener fahrzeuge |
EP0727338A2 (de) * | 1995-02-16 | 1996-08-21 | Manfred Bartel | Eisenbahntransporteinheit für den gemischten Transport von Containern und Wechselbehältern |
DE19506198C1 (de) * | 1995-02-23 | 1996-09-05 | Bartel Manfred Dipl Ing Fh | Eisenbahntransporteinheit |
EP0736435A2 (de) * | 1995-04-07 | 1996-10-09 | Roberto Gentili | Bewegliches Kopfstück für bimodales Vehikel (Schiene/Strasse) |
DE19849023A1 (de) | 1998-10-23 | 2000-04-27 | Abb Daimler Benz Transp | Verfahren und Vorrichtung zum Positionieren eines Zuges |
DE19928433A1 (de) | 1999-06-23 | 2000-12-28 | Daimlerchrysler Rail Systems T | Verfahren zur Positionierung einer Hublafette unter einem Trailer und Trailer |
DE19928437A1 (de) | 1999-06-23 | 2000-12-28 | Abb Daimler Benz Transp | Hubvorrichtung einer Hublafette |
DE19928435A1 (de) | 1999-06-23 | 2000-12-28 | Abb Daimler Benz Transp | Schienenwaggon und Positionierverfahren |
-
1999
- 1999-09-01 DE DE1999141532 patent/DE19941532A1/de not_active Withdrawn
-
2000
- 2000-08-29 EP EP00118645A patent/EP1081010A1/de not_active Withdrawn
Patent Citations (10)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US3450271A (en) * | 1967-02-13 | 1969-06-17 | Ernest E Bissett | Railcar coupling |
DE2925905A1 (de) * | 1979-06-27 | 1981-01-22 | Boehmer Eisenwerk Kg | Einrichtung zum justieren und arretieren von schienenfahrzeugen |
DE3522082A1 (de) * | 1985-06-20 | 1987-01-02 | Siemens Ag | Anordnung zur feinpositionierung schienengebundener fahrzeuge |
EP0727338A2 (de) * | 1995-02-16 | 1996-08-21 | Manfred Bartel | Eisenbahntransporteinheit für den gemischten Transport von Containern und Wechselbehältern |
DE19506198C1 (de) * | 1995-02-23 | 1996-09-05 | Bartel Manfred Dipl Ing Fh | Eisenbahntransporteinheit |
EP0736435A2 (de) * | 1995-04-07 | 1996-10-09 | Roberto Gentili | Bewegliches Kopfstück für bimodales Vehikel (Schiene/Strasse) |
DE19849023A1 (de) | 1998-10-23 | 2000-04-27 | Abb Daimler Benz Transp | Verfahren und Vorrichtung zum Positionieren eines Zuges |
DE19928433A1 (de) | 1999-06-23 | 2000-12-28 | Daimlerchrysler Rail Systems T | Verfahren zur Positionierung einer Hublafette unter einem Trailer und Trailer |
DE19928437A1 (de) | 1999-06-23 | 2000-12-28 | Abb Daimler Benz Transp | Hubvorrichtung einer Hublafette |
DE19928435A1 (de) | 1999-06-23 | 2000-12-28 | Abb Daimler Benz Transp | Schienenwaggon und Positionierverfahren |
Cited By (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
WO2005123478A1 (de) * | 2004-06-15 | 2005-12-29 | Iii-Solutions Gmbh | Vorrichtung zur feinpositionierung seilgetriebener transportmittel |
US11352030B2 (en) | 2018-02-19 | 2022-06-07 | Inter-Rail Transport, Inc. | Railcar spacing tool |
Also Published As
Publication number | Publication date |
---|---|
DE19941532A1 (de) | 2001-03-08 |
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Inventor name: HILDEBRAND, KLAUS-DIETER, DIPL.-PHYS. Inventor name: BAIER, MICHAEL, DIPL.-ING Inventor name: WEIDEMANN, HANS-JUERGEN, DR. Inventor name: WALDI, WOLFGANG Inventor name: HOFFESOMMER, VOLKER |
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