EP2774824A2 - Shifting apparatus for railway vehicles - Google Patents

Abstract

With the invention, a sliding device for rail vehicles is specified, which on the one hand is inexpensive to manufacture and in operation, on the other hand allows moving the rail vehicle both forward and in the rearward direction.

According to the invention, such a sliding device for rail vehicles contains:
a) a tensioning frame (2) which has two roller bearing sections (3, 4) lying opposite each other along a clamping gap (7) in a longitudinal direction of the tensioning frame (7) and which is adjustable for varying the longitudinal opening width of the clamping gap (7),
b) a respective friction roller (5, 6) arranged in each of the roller bearing sections (3, 4) for engaging a peripheral surface of a wheel tire of a rail vehicle,
c) a drive motor (22),
d) a torque transmission means (24) for transmitting a torque generated by the drive motor (22) to the friction rollers (5, 6),
e) a direction selection means for selecting the drive direction of the friction rollers (5, 6),
f) on the tensioning frame (2) arranged rollers (20) for placement on a rail and for unrolling on the same and
g) a tensioning means for tensioning the tensioning frame (2) by pulling on each other the roller bearing portions (3, 4).

Description

The present invention relates to a sliding device for rail vehicles.

Rail vehicles, including in particular individual cars or wagons of railways, trams, subways or the like rail-bound vehicles, but also from such cars or wagons compiled trains to understand, like other vehicles must be maintained regularly. For this purpose, equipped with appropriate rails for the bringing on, parking and renewed departure of such rail vehicles equipped maintenance areas, often covered in large maintenance halls formed. In addition to such maintenance, where the rail vehicle may remain in a once occupied position for the entire duration of the maintenance, there are also such maintenance operations in which the rail vehicle must be moved back and forth along the rails. Such maintenance includes, for example, maintenance of the tires, especially works in the course of which tires are replaced and renewed.

Even if such rail vehicles, which are provided in the course of maintenance with its own drive unit (for example, whole trains, such as express trains such as an ICE, with a locomotive unit), such forward and backward movement is not already for safety reasons on its own drive unit of the rail vehicle accomplished. Such rail vehicles, the without their own drive unit for maintenance, such as train cars or trains composed of several cars train without locomotive, can not be moved back and forth of its own accord anyway.

To be able to make a corresponding forward or backward movement of the waiting rail vehicles, special compact, yet powerful towing vehicles have been developed, which are placed in the maintenance areas on the rails laid there, verkuppelt with the rail vehicle to be serviced and thus coupled Rail vehicle can move forward or backward. With such special towing vehicles, the heavyweight rail vehicles can be moved very well and precisely back and forth to those distances, as required for the respective maintenance. However, the disadvantage of such special vehicles is their high purchase price and high maintenance costs. Considering that in large maintenance centers several rail vehicles are maintained in parallel, so that for such a move of several rail vehicles in parallel several special tractors are available, so this can cost incurred, which are in the range of some € 100,000.00.

As an alternative, a sliding device for rail vehicles has been developed, which is attached with a wedge-shaped arrangement to a wheel tire of the rail vehicle to be moved, wherein a friction wheel is brought into contact with the peripheral surface of the wheel tire and driven to make the wheel tire itself in rotation. Such a sliding device, which is significantly cheaper compared to the special vehicles described above in the purchase and maintenance, but has the disadvantage that it allows a displacement of the rail vehicle only in one direction. If a rail vehicle has to be moved back and forth in the course of maintenance, then the known sliding device for this purpose is time consuming to implement, which takes valuable maintenance time and is associated with considerable physical work and effort for the maintenance personnel. This is even more negative if the rail vehicle to be serviced has to be moved forwards and backwards repeatedly and alternately.

To remedy this situation and to provide a sliding device for rail vehicles, which on the one hand is cost-effective to manufacture and in operation, on the other hand allows moving the rail vehicle back and forth, is the object of the invention.

The solution to this problem consists in a sliding device for rail vehicles with the features of claim 1. Advantageous developments of this sliding device are given in the dependent claims 2 to 7.

1. a) ein Spanngestell, welches zwei in einer Längsrichtung des Spanngestells einander entlang eines Spannzwischenraumes gegenüberliegende Rollenlagerabschnitte aufweist und welches zur Veränderung der in Längsrichtung gesehenen Öffnungsweite des Spannzwischenraumes einstellbar ist;
2. b) jeweils eine in jedem der Rollenlagerabschnitte angeordnete Friktionsrolle zum Angreifen an einer Umfangsfläche eines Radreifens eines Schienenfahrzeuges;
3. c) einen Antriebsmotor;
4. d) ein Drehmomentübertragungsmittel zum Übertragen eines von dem Antriebsmotor erzeugten Drehmomentes auf die Friktionsrollen;
5. e) ein Richtungswahlmittel zur Auswahl der Antriebsrichtung der Friktionsrollen;
6. f) an dem Spannungsgestell angeordnete Laufrollen zum Aufsetzen auf eine Schiene und zum Abrollen auf derselben; und
7. g) ein Spannmittel zum Spannen des Spannrahmens durch Aufeinanderzuziehen der Rollenlagerabschnitte.

According to the invention, the novel sliding device for rail vehicles has the following components:

1. a) a tensioning frame, which has two opposite in a longitudinal direction of the tensioning frame along a clamping gap roller bearing portions and which is adjustable to change the longitudinal direction of the opening span of the clamping gap;
2. b) a respective friction roller disposed in each of the roller bearing sections for engaging a peripheral surface of a wheel tire of a rail vehicle;
3. c) a drive motor;
4. d) torque transmitting means for transmitting a torque generated by the drive motor to the friction rollers;
5. e) a direction selection means for selecting the drive direction of the friction rollers;
6. f) arranged on the tension frame rollers for placing on a rail and for rolling on the same; and
7. g) a tensioning means for tensioning the tensioning frame by pulling the roller bearing portions together.

The sliding device according to the invention can be realized comparatively small and compact, can be produced inexpensively and still allows movement, so moving a rail vehicle in different directions, ie back and forth. The sliding device is used as follows, the following description thus also describing a method of moving a rail vehicle within the scope of the invention:

The pusher is positioned with the tensioning rack on a rail in the region of a wheel tire of the rail vehicle to be moved so that the wheel tire lies in the clamping gap with a roller bearing section in the rail running direction and another roller bearing section opposite behind the wheel tire. Now, the tensioning means is operated to tension the tensioning frame by drawing the roller bearing portions together until the friction rollers disposed in each of the roller bearing portions abut from both sides of the tensioning space respectively at the peripheral surface of the wheel tire to which the sliding device is mounted with sufficient pressure. The rollers of the sliding device lie on the rail, on which rests the wheel tire on. With the direction selection means the direction of rotation of the friction rollers is then specified, to be driven in the latter of the drive motor or the torque transmission means. Then, if not already done, the drive motor is switched on, so that the torque transmission means transmit the torque generated therewith to the friction rollers. The friction rollers rotate in each case in the same sense of rotation, so that a corresponding acting in the opposite sense of rotation torque on the wheel tire, attacking the friction rollers on the peripheral surface, is transmitted. Thus, the wheel tire of the rail vehicle begins to rotate in the direction of rotation of the friction rollers opposite direction, resulting in a method of the rail vehicle. Since the wheel tire is "caught" in the clamping gap, the pusher follows the movement of the rail vehicle, rolling on the rollers over the rail.

If a displacement of the rail vehicle take place in the other direction, then with the direction selection means for the friction rollers an opposite Direction of rotation selected. A conversion of the sliding device, as had to be done in the prior art, is no longer necessary here. The direction selection means may be, for example, a switching means for changing the direction of rotation of the drive motor or may also comprise a gearbox with which the transmission of the torque generated by the drive motor in always the same direction of rotation can be set with different directions of rotation.

Advantageously, in the sliding device according to the invention, the tensioning frame may have a first portion which comprises the first roller bearing portion and a longitudinally connected thereto, which is fixedly connected to it and extending in the longitudinal direction of the tensioning frame. In this design variant, the sliding device further comprises a second portion, which has the second roller bearing portion and a fixedly arranged on this on the longitudinal support and slidable along the same in the longitudinal direction sliding member. This configuration makes it possible to easily adjust the opening width of the clamping gap by displacing the second portion including the second roller bearing portion along the side rail to increase or decrease the opening width of the clamping gap.

As a particularly simple and robust designed torque transmission means can advantageously be chosen a transmission chain and with this cooperating sprockets. In this case, a chain tensioning device may be provided, which has displaceable sprockets and is used to obtain a chain tension of the transmission chain, in particular in an adjustment or adjustment of the opening width of the clamping gap. These displaceable sprockets may, for example, be spring loaded in a tensioning direction of the chain. But you can also with appropriate adjusting mechanisms, e.g. Spindle drives or the like., To be designed adjustable.

With particular advantage, the clamping gap can be open to one side transversely to the longitudinal direction of the clamping frame. This allows a particularly simple placement of the sliding device according to the invention on the rail and positioning with the two roller bearing sections in front of and behind the wheel tire, without requiring a disassembly of the pusher before installation and assembly after positioning the two roller bearing sections would be required. In this embodiment, the sliding device can simply be pushed sideways over the wheel tire from one side and positioned on the rail, then the opening width of the clamping gap can be reduced by actuating the tensioning means and the friction rollers can be brought into contact with the circumferential surface of the wheel tire with a selected pressure force become.

In order to keep the slide especially in the above construction with the open to one side clamping gap, but also in other possible constructions, safely on the tire and a tilting of the slide to the side (as a result of the force or torque transmission to the Radreifen occurring reaction forces or reaction torques), can be provided with advantage on movable roller arms arranged retaining rollers for abutment against an end face of the wheel tire on the peripheral surface attack the friction rollers may be provided. In principle, such a roller arm can already satisfy with a retaining roller, but two such elements are preferred, which protrude from the opposing sides into the intermediate space or can be displaced into it. The one or more roller arms is or are in particular pivotable, so that they can be pivoted to put on and off the slide to or from the wheel to a position in which you do not engage behind the wheel, the retaining rollers not on the front page abut the wheel tire, but can be pivoted to operate in a position in which they engage behind the wheel tire, the stop rollers abut the end face.

Advantageously, the drive motor of the sliding device according to the invention may be an electric motor. With such an electric motor, the application of sufficient torque for moving such a rail vehicle, even a train formed from several cars, is possible. Such an electric motor can be operated in particular quiet, which is beneficial to occupational safety. Here, the electric motor with advantage in reduction gear downstream, in order to suppress the high speeds of the electric motor and so at the same time to increase the transmittable torque.

The sliding device according to the invention behaves particularly stably if, as provided according to a further advantageous development of the invention, at least one respective roller is arranged in the roller bearing sections next to a respective friction roller. These rollers can be mounted on arranged between two side plates axes. These side panels may be formed as part of an open bearing housing, e.g. a cross-sectionally U-shaped bearing housing with a connecting plate at the bottom. They serve for the stability and secure storage of the rollers arranged in the roller bearing sections, wherein between these housings the clamping gap is advantageously designed to be open to one side (see above).

Fig. 1

eine dreidimensionale Darstellung eines Ausführungsbeispiels eines erfindungsgemäßen Schiebegerätes für Schienenfahrzeuge (in einer Darstellung ohne die Kraftübertragungskette);

Fig. 2

in einer Seitenansicht das Schiebegerät für Schienenfahrzeuge aus Fig. 1, auch hier wiederum ohne Darstellung der Übertragungskette;

Fig. 3

eine Aufsicht auf das Schiebegerät für Schienenfahrzeuge gemäß Fig. 1 von oben, wiederum ohne die Übertragungskette;

Fig. 4

vergrößert einen Detailausschnitt des Schiebegerätes für Schienenfahrzeuge gemäß Fig. 1, mit dort aufgezeigtem Verlauf der Übertragungskette; und

Fig. 5

das Schiebegerät für Schienenfahrzeuge gemäß Fig. 1 in einer Anordnung an einem Radreifen eines Schienenfahrzeuges.

Further advantages and features of the invention will become apparent from the following description of an embodiment with reference to the accompanying figures. Showing:

Fig. 1

a three-dimensional representation of an embodiment of a sliding device according to the invention for rail vehicles (in a representation without the power transmission chain);

Fig. 2

in a side view of the sliding device for rail vehicles Fig. 1 , again without representation of the transmission chain;

Fig. 3

a view of the sliding device for rail vehicles according to Fig. 1 from above, again without the transmission chain;

Fig. 4

Enlarged a detail of the sliding device for rail vehicles according to Fig. 1 , with the course of the transmission chain shown there; and

Fig. 5

the sliding device for rail vehicles according to Fig. 1 in an arrangement on a wheel tire of a rail vehicle.

The attached figures are by no means to scale and also not fully detailed construction drawings. They serve only to explain the basic mode of action and the structure of a possible embodiment of a sliding device according to the invention for rail vehicles.

In the figures, a sliding device for rail vehicles is generally designated by the reference numeral 1. It comprises a tensioning frame 2 with roller bearing sections 3 and 4 arranged thereon. In each of the roller bearing sections 3 and 4, a respective friction roller 5 or 6 is arranged. These friction rollers 5, 6 are aligned leaving a clamping gap 7 formed between them with mutually parallel axes of rotation 8, 9 and opposite peripheral surfaces. About a longitudinal member 10, the two roller bearing sections 3, 4 are interconnected. In this case, an upwardly and downwardly open housing of the first roller bearing section 3 bounded by two side walls 12, 13 is firmly connected to the longitudinal member 10. Another up and down open by two side walls 15, 16 enclosed housing in the second roller bearing section 4 is fixed to a carriage 17 which is slidably mounted on the longitudinal member 10, so that the distance between the two roller bearing sections 3, 4 and thus the Opening width of the clamping gap 7 can be adjusted or adjusted. On the carriage 17, a stabilizing strut 18 is firmly formed, which is slidably mounted in sliding bushes 19 which are fixedly connected to the longitudinal member 10 in the longitudinal direction of the longitudinal member 10.

In the roller bearing sections 3, 4, two rollers 20 are arranged in each case, sit in the use of the sliding device 1 on a rail on the tread and roll on this, so as to move the sliding device 1 along the rail.

An electric drive motor 22, which is coupled to a reduction gear 27 via a toothed belt, which is not shown here and runs on toothed belt pulleys 21, is seated in the first roller bearing section. This drive motor 22 together generates a required for the displacement of a rail vehicle Torque which is transmitted at the output of the reduction gear to a chain drive assembly. Between the side wall 12 and a further boundary wall 23 in the first roller bearing portion 3 various sprockets 24 are arranged, which are part of the chain drive assembly and one of which is driven directly by the combination of drive motor 22 and reduction gear 27, the other are involved on the circulating transmission chain with and the leadership of the transmission chain and the power transmission serve. Further sprockets 24 are arranged in the region of the second roller bearing section 4 between the local side wall 15 and a boundary wall 25. Finally, in a first end of the longitudinal member 10 remote from the first roller bearing section 3, there are further sprockets 24 which serve to deflect the circulating transmission chains.

In the embodiment shown, two sprockets can be seen parallel to each other per axis. Here runs a composed of double links power transmission chain 26 (see. Fig. 4 ) around. With this power transmission chain 26, the torque generated by the drive motor 22 and converted by the reduction gear 27 is transmitted to the friction wheel 5 arranged in the first roller bearing section 3 and the second friction wheel 6 in the second roller bearing section 4 such that both friction wheels 5, 6 rotate in the same direction of rotation. In this case, the direction in which the friction wheels rotate, and thus the feed direction for the rail vehicle by specifying the direction of rotation of the drive motor 22 can be selected. For this purpose, a (not shown) remote control is available.

A mechanism not shown in detail is further provided, which allows a clamping of the clamping frame 2 to reduce the opening width of the clamping gap 7 and thus pressing the peripheral surfaces of the friction wheels 5 and 6 to a wheel tire of a rail vehicle.

Finally, two retaining rollers 29 each fixed to a pivoting arm 28 are shown, which can rotate freely about the longitudinal axis of the respective pivoting arm 28. The pivot arms can be pivoted between a in Fig. 3 shown position and a position in which you release the clearance between the roller bearing sections 3 and 4. In the in Fig. 3 In the position shown, the pivot arms lock the clamping gap 7, and the retaining rollers are then on an end face of a wheel tire, when it is received in the clamping gap and the friction rollers 5, 6 engage on its peripheral surface. The return rollers roll on the front side of the wheel tire and prevent the sliding device 1 is released from the wheel tire and tilts in the direction of the clamping frame 2 of the rail on which it is placed.

In Fig. 4 is shown enlarged the leadership of the power transmission chain 26 in the region of the first roller bearing section. 3

In Fig. 5 illustrates how the sliding device 1 is attached to a wheel R of a rail vehicle with already tensioned clamping frame 2. In this case, the sliding device 1 can be easily placed from the front side in the figure with open clamping frame 2 on the rails over the tire R, Subsequently, the clamping frame 2 is clamped by means of the clamping means not shown here while reducing the opening width of the clamping gap 7, to, as in the FIG. 5 shown, the friction rollers 5 and 6 both abut with their peripheral surfaces on the circumference of the wheel tire R. Then the (in Fig. 5 not shown) pivoting arms 28 pivoted so that they lock the clamping gap 7 and the retaining rollers 29 abut the rear end face of the wheel tire and can roll on this. Due to the above-described mode of action of the sprockets and the ongoing power transmission chains 22, the two friction rollers 5, 6 are driven in one direction or the other depending on the direction of rotation of the drive motor, so as to the rail vehicle with the tire R in a left in the figure or to move to the right direction. The torque which lies on the friction rollers 5, 6 is transmitted via frictional forces to the tire R, this begins to rotate in the direction opposite to the rotational direction of the friction rollers 5, 6; the rail vehicle continues to move. The sliding device 1 is taken and rolls on the rollers 20 along the rail running surface. If a displacement of the rail vehicle in the other direction take place, the direction of rotation of the drive motor 22 is changed so that the friction rollers 5, 6 rotate in the other direction, thus driving the wheel to rotate in the other direction, the rail vehicle in the opposite direction Move direction. Here, too, the tensioned around the wheel tire R slide 1 is carried along and rolls with its rollers 20 on the rail surface. The sliding device 1 therefore does not have to be converted in order to be able to change a direction of movement of the rail vehicle.

In principle, in order to keep the power transmission chains taut, in particular when there is a change in the opening width of the clamping gap, chain tensioning devices can be provided, in particular sprocket wheels loaded with a spring force and prestressed in a tensioning direction. However, this is not necessary with the sliding device 1 shown in this embodiment, since the chain tension is maintained relative to the longitudinal member 10 due to the design of the carriage 17 and the arrangement of the sprockets 24 provided thereon.

From the above description of the embodiment is again to see the considerable advantage that brings the sliding device according to the invention for rail vehicles with it. This advantage is particularly in a compact and inexpensive to manufacture construction with simultaneous possibility of pushing or process a rail vehicle in opposite directions, ie both forward and backward, without having to implement the rail slide about this.

LIST OF REFERENCE NUMBERS

1

sliding device

2

clamping frame

3

Roller bearing section

4

Roller bearing section

5

friction roller

6

friction roller

7

Clamping gap

8th

axis of rotation

9

axis of rotation

10

longitudinal beams

12

Side wall

13

Side wall

15

Side wall

16

Side wall

17

carriage

18

stabilizing strut

19

bush

20

castors

21

Timing pulley

22

drive motor

23

boundary wall

24

Sprocket

25

boundary wall

26

Power transmission chain

27

Reduction gear

28

swivel arm

29

Retaining roll

R

tires

Claims (8)

Sliding device for rail vehicles with a) a tensioning frame (2) which has two roller bearing sections (3, 4) lying opposite each other along a clamping gap (7) in a longitudinal direction of the tensioning frame (7) and which is adjustable for varying the longitudinal opening width of the clamping gap (7), b) each of a friction roller (5, 6) disposed in each of the roller support portions (3, 4) for engaging a peripheral surface of a wheel tire of a rail vehicle, c) a drive motor (22), d) a torque transmission means (24, 26) for transmitting a torque generated by the drive motor (22) to the friction rollers (5, 6), e) a direction selection means for selecting the drive direction of the friction rollers (5, 6), f) on the tensioning frame (2) arranged rollers (20) for placement on a rail and for unrolling on the same and g) a tensioning means for tensioning the tensioning frame (2) by pulling the roller bearing portions (3, 4) towards each other. Sliding device according to claim 1, characterized in that the tensioning frame (2) has a first portion which comprises the first roller bearing portion (4) and a fixed thereto, in the longitudinal direction of the tensioning frame (2) extending longitudinal members (10), and a second section, the second roller bearing portion (3) and a fixed thereto, on the longitudinal beam (10) sitting and along the same in the longitudinal direction sliding sliding element (19). Sliding device according to one of the preceding claims, characterized in that the torque transmission means (24, 26) at least one Transmission chain and with the transmission chain cooperating sprockets (24). Sliding device according to Claim 3, characterized by a chain tensioning device having displaceable chain wheels (24) for obtaining a chain tension of the transmission chain (26), in particular when setting the opening width of the clamping gap (7). Sliding device according to one of the preceding claims, characterized in that the clamping gap (7) is open to one side transversely to the longitudinal direction of the clamping frame (2). Sliding device according to one of the preceding claims, characterized by displaceable roller arms (28) arranged retaining rollers (29) for abutment against an end face of the wheel tire, on the peripheral surface of the friction rollers (5, 6) attack. Sliding device according to one of the preceding claims, characterized in that the drive motor (22) is an electric motor. Sliding device according to one of the preceding claims, characterized in that in the roller bearing sections (3, 4) each have a friction roller (5, 6) and at least one roller (20) are arranged, said rollers (5, 6, 20) on between two Side plates (12, 13, 15, 16) arranged axes (8, 9) are mounted.

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