EP3929059A1 - Chariot de convoyage - Google Patents

Chariot de convoyage Download PDF

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Publication number
EP3929059A1
EP3929059A1 EP20182317.6A EP20182317A EP3929059A1 EP 3929059 A1 EP3929059 A1 EP 3929059A1 EP 20182317 A EP20182317 A EP 20182317A EP 3929059 A1 EP3929059 A1 EP 3929059A1
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EP
European Patent Office
Prior art keywords
driver
translation device
trolley
rail vehicle
frame
Prior art date
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Granted
Application number
EP20182317.6A
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German (de)
English (en)
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EP3929059B1 (fr
Inventor
Philipp Salger
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Salger Philipp
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Individual
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Priority to EP20182317.6A priority Critical patent/EP3929059B1/fr
Publication of EP3929059A1 publication Critical patent/EP3929059A1/fr
Application granted granted Critical
Publication of EP3929059B1 publication Critical patent/EP3929059B1/fr
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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
    • B61G7/00—Details or accessories
    • B61G7/04—Coupling or uncoupling by means of trackside apparatus
    • 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
    • B61J3/04—Car shunting or haulage devices with cable traction or endless-chain driving means
    • B61J3/06—Car shunting or haulage devices with cable traction or endless-chain driving means with vehicle-engaging truck or carriage

Definitions

  • the invention relates to a trolley that can be used both for pushing and pushing rail vehicles.
  • the trolley comprises a first driver which can be brought into an engagement position with a first rail vehicle, a second driver which can be brought into an engagement position with a second rail vehicle, and a translation device.
  • the translation device brings about a translational change in a relative position between the first driver and the second driver in order to push open the first rail vehicle and the second rail vehicle.
  • Common trolleys that are used in a conveyor system on a shunting system or a railroad marshalling yard are used for pushing. When pressed, the trolley is in engagement with only a first rail vehicle, for example a wagon, by means of a driver.
  • the trolley usually moves separately standing rail vehicles in order to put them together for coupling without any gaps between the rail vehicles and thus provide a train set that is ready for coupling. This means that there is no need to use shunting locomotives.
  • Such a common trolley which is always only in engagement with the first rail vehicle, cannot, however, be used for pushing open on its own.
  • the first rail vehicle is pressed together with a second rail vehicle, and the respective springs of the respective side buffers, including the respective central buffer, of the rail vehicles are tightened somewhat in order to facilitate subsequent coupling of the rail vehicles that are ready for coupling, i.e. the first To be able to couple the rail vehicle to the second rail vehicle more easily; the same applies to easier uncoupling of the rail vehicles.
  • the Rail vehicles In trains, especially with a screw coupling, the Rail vehicles must always be coupled in such a way that their buffer springs are somewhat tensioned.
  • the object of the invention is therefore to provide a trolley which can also be used to push rail vehicles open.
  • Such a trolley can comprise a frame and can comprise a first driver which can be connected to the frame and can be brought into an engagement position with a first rail vehicle. Furthermore, such a trolley can comprise a second driver, which can be connected to the frame at a distance from the first driver in a longitudinal direction of the trolley. The second driver can be brought into an engagement position with a second rail vehicle. The second rail vehicle can have been brought into contact with the first rail vehicle by means of the trolley.
  • Such a trolley can also comprise a translation device.
  • the longitudinal direction of the trolley can correspond to a preferred working direction of the trolley.
  • the translation device can bring about a translational change in a relative position between the first driver and the second driver essentially along the longitudinal direction.
  • the trolley can be in engagement with the first rail vehicle by means of the first driver and at the same time can be in engagement with the second rail vehicle by means of the second driver, it can change the translational change in the relative position between the first driver and the translation device brought about by the translation device the second driver is transferred to the first rail vehicle and at the same time to the second rail vehicle.
  • the translation device of the trolley can also be a translational one Change a relative position between the first rail vehicle and the second rail vehicle.
  • the trolley according to the invention also to push it open and thus, for example, to facilitate the subsequent coupling of the first rail vehicle to the second rail vehicle.
  • the trolley can also have been used to push, clear or move a rail vehicle, since the first driver can be brought into the position of engagement with the first rail vehicle independently of the second driver.
  • the pressing can be implemented economically, in a robust manner and with low complexity and thus low susceptibility to failure.
  • the complexity can also be kept low in that the engagement of the second driver with the second rail vehicle can be designed essentially as a mirror image of the engagement of the first driver with the first rail vehicle.
  • such an engagement of the driver can take place on an already existing component of the rail vehicle, so that the forces necessary for pressing on can be reliably transmitted, whereby the flexibility can be increased.
  • Such an intervention can take place, for example, directly on the wagon wheel and / or on the wagon wheel axle of the rail vehicle, which are particularly easily accessible.
  • such an intervention can take place, for example, on the wheel set holder of the rail vehicle, so that in the event of strong forces acting during the pressing process, the rail vehicle can be prevented from being lifted or the driver can be prevented from slipping under the wagon wheel of the rail vehicle.
  • such an intervention can also take place, for example, on one of the towing hooks, on one of the rope hooks or on one of the rope anchors of the rail vehicle, since large forces can also be transmitted here and lifting of the rail vehicle during the pressing process can be safely avoided.
  • such an intervention can also take place, for example, on the end face of the car body and / or on the side buffers, if present also on the central buffer, of the rail vehicles, which are particularly easily accessible.
  • a design and a kinematics of the driver for the engagement position can be oriented accordingly closely to existing drivers for common trolleys, whereby the complexity and the costs can be reduced.
  • the drivers can also be designed in the form of traction means.
  • Pulling means can in particular be a rope, a chain or a belt.
  • the translation device can be designed essentially freely as long as it is by definition capable of bringing about the corresponding translational change in the relative position between the first driver in engagement with the first rail vehicle and the second driver in engagement with the second rail vehicle along the longitudinal direction.
  • the translation device is thus at least able to translate the first and the second driver closer relative to one another.
  • the translation device can, for example, directly or indirectly move the first driver and / or the second driver accordingly.
  • the first driver and / or the second driver can be moved simultaneously or at different times.
  • the movement of the first driver and the movement of the second driver can also take place differently or at the same speed, last differently or for the same length of time and generally be adapted to a large number of external conditions or specifications.
  • the trolley itself can also be in an absolute movement.
  • the first rail vehicle and the second rail vehicle can also be moved absolutely during the pressing, that is to say the pressing can also take place while the rail vehicles are being displaced.
  • the two rail vehicles can be moved together by means of the trolley in the pressed-on state. All of this can further increase flexibility and a possible range of applications.
  • the translation device can approach the first driver and the second driver translationally relative to one another in order to achieve the pressing.
  • the translation device can perform the pressing in different stages, that is to say pressing in the respective side buffer springs of the rail vehicles, if the respective central buffer spring of the rail vehicles is present, to different degrees.
  • the translation device can carry out the pressing continuously or in steps up to a desired target relative position of the two rail vehicles to one another.
  • the target relative position can, for example, also correspond to a target buffer spring force and vice versa, the respective buffer spring force also being converted into one on the corresponding one Driver applied force caused by the translation device can be convertible and vice versa.
  • the translation device itself can for example be designed electrically, mechanically, hydraulically or pneumatically. Mixed forms can also be advantageous, such as an electromechanical design, which can be particularly precise and robust.
  • conveying means that are present in the conveyor system and can be connected to the trolley, for example conveyor pulling means or follow-up pulling means, or cables can be used to bring the drivers into the engagement position or to lead them out of the engagement position.
  • the drivers described can, for example, each mirrored to the longitudinal direction of the trolley be designed as corresponding driver pairs, so that the engagement can take place without generating a yaw moment, whereby the stability can be increased, since then when pressing essentially only forces along the longitudinal direction result.
  • the trolley according to the invention can accordingly comprise a first driver pair.
  • the trolley according to the invention can accordingly comprise a second pair of drivers.
  • a driver pair can consist of two individual drivers, for example two first drivers or two second drivers.
  • Such a driver pair can comprise two directly connected individual drivers or comprise two individual drivers connected by means of the translation device, for example two first drivers or two second drivers.
  • a driver pair can be designed as a separate assembly. Accordingly, the terms driver and driver pair can therefore be used synonymously.
  • the translation device can be directly connected to at least one of the drivers in order to change the translational movement of the To cause relative position between the drivers.
  • the translation device can, for example, only be directly connected to one of the drivers. If, for example, the translation device is only directly connected to the first driver, the second driver can remain unchanged in the engagement position while it is being pushed open; i.e. its position relative to a reference point of the frame of the trolley remains unchanged. The translation device can then change the relative position between the drivers by only changing the position of the first driver.
  • the translation device can also, for example, only be directly connected to the second driver. For example, if the first rail vehicle is pressed against the second rail vehicle by means of the trolley using the first driver, the subsequent pressing can take place by changing the position of the second driver without the translation device changing the position of the first driver. If, for example, different mechanical requirements arise between pressing in and pressing on, this can also be taken into account in a correspondingly different design and different dimensions of the drivers. This can further reduce weight and costs.
  • a single translation device can also be directly connected to both the first driver and the second driver.
  • the relative movement of the two drivers can be synchronized particularly well, and the risk of tension or twisting can be reduced, whereby a more reliable mode of operation can be made possible.
  • the system monitoring can be carried out in a particularly simple manner, since only the one translation device has to be monitored.
  • the first driver can be directly connected to a first translation device and the second driver can be directly connected to a second translation device. Since each of the drivers can be directly connected to a respective translation device, the flexibility of changing the relative positions can be increased. It For example, both translation devices can cause the relative positions to be changed at the same time or alternately. With the latter, for example, excessive heating can be avoided and the service life can be increased.
  • the two translation devices can also be operated as a respective redundancy, so that even if one of the translation devices fails, operation does not have to be stopped, as a result of which possible follow-up costs can be minimized.
  • first translation device can be designed electro-mechanically and the second translation device can be designed hydraulically. As a result, the flexibility can be further increased and the possible range of applications can also be further increased.
  • the frame can comprise a first frame part to which the first driver can be attached and a second frame part to which the second driver can be attached.
  • the translation device can connect the first frame part to the second frame part.
  • the translation device can bring about a translational change in the relative position between the first frame part and the second frame part in order to bring about the translational change in the relative position between the drivers, so as to push open the two rail vehicles. Since here the translation device can move the two frame parts - together with the two drivers - relative to one another, the translation device can be dimensioned larger than in the case of the direct movement of the individual driver.
  • the durability of the translation device can be increased, but the accessibility can also be improved, which in turn can facilitate maintenance, repair and, in principle, any necessary replacement of components.
  • the first driver can also be directly connected to a first translation device and / or the second driver to a second translation device.
  • the flexibility can be increased as a result, since it can be controlled by means of which of the existing translation devices the change in the relative position between the drivers takes place.
  • the redundancy can also be established or increased, as a result of which reliable operation can be maintained even after failure of a translation device, and thus a corresponding risk of consequential costs can also be reduced.
  • the translation devices can be designed and dimensioned differently here, so that rail vehicles of different weights can be pushed open using the correspondingly designed and dimensioned translation devices, which can ensure safe operation while at the same time minimizing the risk of overloads. It is always the case that when more than one translation device is used, these can be designed differently, dimensioned differently and implemented differently: for example, electrical, mechanical, hydraulic or pneumatic, mixed forms are also possible.
  • the translation device can comprise a linear guide and optionally a guide body which can be guided by means of the linear guide.
  • a linear guide can be, for example, a ball bushing guide or a profile rail guide, for example a ball rail guide, a roller rail guide or a roller guide.
  • wear and friction can also be reduced and a long service life, high running speed and high rigidity can be achieved.
  • the ball bushing guide can also offer the advantage that the The engagement position of the respective driver can be achieved by a rotational movement in which an axis of rotation coincides with a longitudinal axis of the guided spherical bushing, whereby a particularly compact and at the same time stable design can be made possible.
  • the translation device can further comprise a pulling means and a receptacle.
  • Pulling means can in turn be a rope, a chain or a belt.
  • the traction means can have open ends or be designed to be endless.
  • the receptacle can serve, for example, to fasten the traction means to the frame, or to the first frame part or to the second frame part.
  • the receptacle can also serve to fasten the traction means to the first driver or to the second driver.
  • at least one receptacle of the translation device can be provided on the first driver and on the second driver. In the case of using the traction means with two open ends, one end of the traction means can be driven, for example.
  • the other end of the traction means can be attached to one of the drivers via the receptacle, for example.
  • the drive-side force and / or the drive-side movement for changing the relative position can be transmitted in a particularly simple, stable and flexible manner to the driver to which the receptacle is attached. Since this design can have a low level of complexity, maintenance and replacement part costs can in particular also be low.
  • the translation device can furthermore comprise a deflection device for guiding the traction means and / or for deflecting a direction of action of the traction means, whereby the stability in guiding the traction means and the flexibility of the force and / or movement line can be further increased.
  • the deflection device can be used to implement the principle of the pulley block, as a result of which, with an increasing number of deflection devices, very high forces can be provided for pressing on.
  • the traction means with two open ends, one end of the traction means can be driven, while the traction means itself can be guided over the deflection device attached to the driver.
  • the other end of the traction means can be attached to the frame or to one of the frame parts, for example, via the receptacle.
  • an endless traction means such as an endless chain
  • this can be guided over several deflection devices, whereby the force and / or the movement for pressing can be transmitted flexibly via a very simple and very light device and, furthermore, simple maintenance and low replacement part costs can be possible.
  • the principle of a belt drive can be implemented, for example, by dimensioning the respective diameter of the respective deflection device differently, whereby the very large force required for the pressing process can be generated from a relatively low force that can be provided on the drive side.
  • the translation device can also, for example, connect the first frame part to the second frame part by means of the traction means.
  • the force and / or the movement of the translation device can be transmitted flexibly over a large distance between the first frame part and the second frame part.
  • one end of the traction means can be located on the first frame part and driven there, while the other end of the traction means can be attached to the second frame part, for example by means of the receptacle.
  • At least one deflection device can be arranged on the first frame part and / or on the second frame part in order to be able to implement the principle of the pulley block, for example, whereby the forces available for pressing can be increased accordingly.
  • an implementation of the principle of the belt transmission via at least two deflection devices with a clamped endless traction device is again conceivable in order to be able to increase the force that can be provided on the drive side for pressing and, if desired, to be able to transmit this over a large distance between the frame parts. This makes it possible to bring about the desired change in the relative position between the two frame parts and thus between the two drivers, even if the distances between the first frame part and the second frame part are very different.
  • the desired change in the relative position can also be correspondingly large.
  • This enables in particular also the pressing of several rail vehicles over a distance that can be significantly greater than the total length of the two frame parts.
  • six or more rail vehicles can be pushed on at the same time.
  • the range of uses of the trolley can be expanded considerably, and the simultaneous pressing of more than two rail vehicles can increase the efficiency considerably.
  • a translation can be brought about, for example, by two traction means arranged perpendicular to one another, for example by a T-shaped arrangement. Thus, very large forces can be provided on the driver.
  • the translation device can comprise a lever mechanism, preferably a scissors lever mechanism or a toggle lever mechanism.
  • the lever mechanism can comprise, for example, a lever and a joint.
  • the lever mechanism can at the same time represent a suitable guide and also enable an advantageous force transmission ratio between a force to be applied by the translation device and a force resulting on the driver. In particular, very large pressing forces can also be generated in this way. For this purpose, the corresponding force can advantageously be exerted on the lever mechanism perpendicular to the longitudinal direction.
  • the translation device can also include a rack and pinion drive.
  • a rack and pinion drive itself can provide the desired guidance, but can also be combined particularly favorably with the ball rail guide of the linear guide described, for example.
  • the rack and pinion drive enables, for example, a rotational movement that can be provided on the drive side into the desired translational movement of the Transfer translation device.
  • the guidance of the rack and pinion drive can also be improved, for example, by toothing a rack on both sides, so that any bending moments that may occur can also be avoided.
  • a desired transmission ratio can be set in a simple manner.
  • this can already be adjusted accordingly by means of a diameter of a toothed wheel or a pinion that can be in engagement with the toothed rack.
  • Many standard parts can also be used here, which means that manufacturing, maintenance and repair costs can be kept low.
  • the translation device can also comprise a screw drive.
  • the screw drive can comprise, for example, a screw spindle and a spindle nut.
  • a screw spindle can be a screw spindle nut.
  • a ball screw drive a roller screw drive or a planetary screw drive are conceivable here.
  • the rotary movement that can be provided on the drive side can thus be converted into the desired translational movement of the translation device.
  • Such a screw drive enables precise guidance and the friction, a breakaway torque and wear can be reduced.
  • the translation device can furthermore comprise a crank drive.
  • a crank mechanism also makes it possible to convert the rotational movement that can be provided on the drive side into the desired translational movement of the translation device.
  • the crank drive comprises, for example, a connecting rod and a crank disk
  • the desired translational movement can be generated in a particularly simple manner from a possible rotary drive.
  • a maximum translational travel path can be reliably established, which can precisely correspond to the diameter of the crank disk. This means that further possibly complex safety measures for the maximum permissible travel can be dispensed with.
  • the crank drive can, for example, also be designed as a gear coupling gear, for example as a Watt's planetary gear.
  • a desired transmission ratio can be set particularly easily by means of the gear wheel diameters involved.
  • the translation device can also comprise a spring mechanism and / or a damper mechanism.
  • the spring mechanism can comprise a spring.
  • the spring can be, for example, a spiral spring, such as a leaf spring or a spiral spring, or the spring can be, for example, a torsion spring, such as a helical spring.
  • the spring can, for example, also be a rubber spring or an air spring.
  • the spring can be designed as a compression spring or a tension spring.
  • the spring mechanism can in particular serve to enable the relative position between the drivers to be reset in a simple manner. The energy supplied when the spring is pressed on can be stored in the spring and then released again by the spring after it has been pressed on.
  • the damper mechanism can include a damper.
  • the damper mechanism can be implemented, for example, in the form of a friction brake.
  • the damper mechanism can prevent possible damage to the trolley or to the translation device, but also to the drivers and the rail vehicles.
  • the translation device can also comprise a combined spring-damper mechanism which can combine the respective properties of the spring mechanism and the damper mechanism.
  • the damper mechanism can also be used here to dampen a vibration of the translation device or of the driver or frame part correspondingly connected to the translation device, which is first caused by the spring mechanism. In this way, unwanted vibrations of components can be reliably avoided; this can increase reliability and safety.
  • Common spring-damper mechanisms are available as standard in a large number of designs and can therefore be purchased at relatively low costs, which can reduce the costs for the trolley in terms of provision, maintenance and operation accordingly.
  • the translation device can comprise a locking device.
  • the locking device can in particular be used to hold the relative position of the drivers to one another.
  • the locking device enables the relative position reached to be held in an energy-efficient manner.
  • the locking device can be, for example, a locking mechanism for a rotary movement and / or for a pushing movement.
  • the locking device can therefore act, for example, on an engagement or force engagement of a possible drive.
  • the locking device can, for example, also directly prevent the translational movement of the translation device itself.
  • the locking device can act on one side (as a so-called directional lock) or on both sides, i.e. locking can take place in one or in both directions of movement.
  • a tooth straightening lock with a pawl can be used as a lock in order to avoid a backward movement, and a forward movement can be approximately unhindered.
  • a locking pin which can be moved from a locking position to an unlocking position - and vice versa - can restrict or release a functionally essential component, for example a part of the translation device itself or for example the driver.
  • the safety device can also be increased by means of the locking device, since undesired movement in one or both directions of rotation or thrust can be avoided.
  • the relative position of the drivers can thus be held securely, as a result of which the relative position of the rail vehicles can also be securely held.
  • the translation device can comprise a first traction mechanism receptacle for receiving a subsequent traction mechanism.
  • the follow-up traction device can in particular be a follow-up rope, a follow-up chain or a follow-up belt.
  • the first traction device receptacle can accommodate the subsequent traction device, for example the following rope.
  • a force and / or movement can be transmitted from the outside to the translation device via the follow-up traction means in a simple and flexible manner, which force can be used both for holding and for moving (including breaking loose and accelerating).
  • the first traction device mount of the translation device can be on one of the drivers or attached to one of the frame parts.
  • the first traction mechanism receptacle can accommodate the subsequent traction mechanism, as a result of which the force and / or the movement can be correspondingly transmitted via the subsequent traction mechanism from the outside to the translation device and thus to the driver or to the frame part. It is also particularly advantageous that the force and / or the movement can also be transmitted over large and, in particular, changing distances.
  • an endlessly revolving traction device can be used, such as a trailing rope that is guided along the track bed.
  • existing traction means on the system side can therefore be used for additional purposes, as a result of which the costs can be reduced.
  • the translation device can also advantageously additionally or alternatively comprise a first traction means deflecting device for guiding the subsequent traction means.
  • the first traction means deflecting device can additionally or alternatively also cause a deflection of a direction of action of the following traction means.
  • a translation for example according to the principle of the pulley block, can be implemented in a simple manner.
  • the translation can in particular serve to enable higher forces during the pressing on the driver than could be applied by the follow-up traction device alone.
  • a plurality of first traction means receptacles and / or several first traction means deflecting devices can advantageously be used, whereby a number of subsequent traction means that may be present on the system side and possibly different can be used and redundancy can also be made possible.
  • first traction means receptacles and / or several first traction means deflection devices can also be used to increase safety or to implement the translation.
  • the translation can also be brought about, for example, by two follow-up traction means arranged perpendicular to one another, for example by a T-shaped arrangement.
  • the system-side follow-up traction means can also be arranged perpendicular to this in order to bring about the desired translation.
  • follow-up traction devices different types of existing follow-up traction devices can also be combined with one another, as a result of which the freedom of design can be further increased. In this way, for example, in the case of translations, the different high forces can be taken into account.
  • the trolley can further include a wheel, which can include a hub and an axle.
  • the wheel can be rigidly attached to the frame or to one of the frame parts, or the wheel can be attached to the frame or to one of the frame parts so that it can be retracted / extended or pivoted in / out.
  • the wheel can be suitable, for example, to be brought into engagement with a rail foot, with a rail web and / or with a rail head.
  • the trolley can also comprise a plurality of wheels which can each be brought into engagement with the rail base, with the rail web and / or with the rail head.
  • the engagement with the rail foot or with the rail web can in particular enable the trolley to pass under a rail vehicle, while the engagement with the rail head can enable the use of a switch, whereby the possible uses can be increased considerably.
  • the wheel can guide the trolley along a rail. By moving the wheel in / out or swiveling it in / out, the trolley can be adapted to a different track width of the rail.
  • the rail can be the same rail on which the first and second rail vehicles travel or can be guided.
  • An additional rail can also be provided for the trolley.
  • the additional rail can also be a sub-track.
  • the trolley can further comprise a guide receptacle for direct guidance of the trolley along a guide element.
  • the guide element can run in or below the track bed, for example also in a sub-track or in a pit.
  • the guide element can also be live, so that the trolley can also be supplied with electrical energy.
  • a safe power supply for the trolley can also be offered, which can also be used to operate a possible drive.
  • the frame, or the first frame part and / or the second frame part can comprise a second traction mechanism receptacle for receiving a conveyor traction mechanism.
  • the conveyor traction means can in particular be a conveyor rope, a conveyor chain or a conveyor belt.
  • the second The traction mechanism receptacle can receive the conveyor traction mechanism and connect it to the frame or to one of the frame parts.
  • a force and / or a movement from the outside can be transmitted to the frame, or to the first frame part or to the second frame part, in a simple and flexible manner via the conveyor traction means, which is necessary both for holding and for a process (including a Breaking away and accelerating) the trolley can be used.
  • an endlessly revolving conveyor traction device for example the conveyor rope, which can be guided along the track bed, can be used.
  • one end of a conventional system-side cable pull can also form the hoisting rope, while the other end of the cable pull can form the follower cable.
  • the conveyor traction means for example the conveyor rope, can also be used to hold the conveyor trolley in addition to the method.
  • the frame or the first frame part and / or the second frame part can advantageously comprise a second traction means deflecting device for guiding the conveying traction means and / or for deflecting a direction of action of the conveying traction means.
  • the principle of the pulley block can be implemented by the second traction means deflecting device, whereby very high forces can be applied to move or hold the trolley.
  • a plurality of second traction means receptacles and / or several second traction means deflecting devices can also advantageously be provided for several conveyor traction means present on the system side. In this way, different types of conveyor traction means that are present on the system side can be combined with one another.
  • the frame comprises the first frame part and the second frame part
  • the first frame part and / or the second frame part can comprise one or more second traction device receptacles.
  • the first frame part and / or the second frame part can comprise one or more second traction means deflection devices.
  • the translation device which can include the first traction means receptacle for receiving the subsequent traction means, can move the respective other frame part relative to the held frame part and thus the drivers can move relative to each other.
  • the first and the second driver can each comprise an outer driver arm for a respective pushing-on direction, and / or at least one of the drivers can comprise an inner driver arm for a respective pushing-on direction, wherein the respective pushing-off direction can be opposite to the respective pushing-on direction.
  • the outer driver arm can already enable the engagement of the first driver with the first rail vehicle for pushing in a secure manner.
  • the respective outer driver arm can safely enable the engagement of the respective driver with the respective rail vehicle for pressing on. If at least one of the drivers comprises an inner driver arm, the inner driver arm, which can exert a force or movement in a respective pushing direction opposite to the respective pushing-on direction, can be used to brake or hold the corresponding rail vehicle, but also to a to cause the opposite relative movement to the pressing.
  • This opposite relative movement can also be used for the relative removal of the first rail vehicle from the second rail vehicle, as a result of which the range of uses of the trolley can be expanded; for example, the trolley can thus perform a buffer test. Furthermore, the opposite relative movement can also be used to check a coupling that has taken place after being pressed on or to press off a decoupled rail vehicle. This can also increase safety, and the range of uses of the trolley can be expanded.
  • the first and / or the second driver can advantageously comprise a rolling element.
  • the rolling element can be, for example, a ball, a roller, a barrel, a cone, a wheel or another rotating body.
  • the rolling element can comprise a hub and an axle.
  • the rolling element can also have a multilayer structure.
  • a plastic layer or a plastic hollow cylinder can be provided on a steel barrel or on a steel roller.
  • the outer shape of the rolling element for example, the outer shape of the wagon wheel or the wagon wheel axle of the rail vehicle, i.e. a running surface of the wagon wheel or an outer surface of the wagon wheel axle, be adjusted in a complementary manner.
  • the rolling element can considerably reduce friction between the first driver or the second driver and the corresponding rail vehicle.
  • the rolling element can facilitate a rotary movement of the wagon wheel or the wagon wheel axle with respect to the driver which is in engagement.
  • the reduced friction can also result in reduced wear, as a result of which the service life can be increased and the maintenance costs as well as the repair costs can be reduced.
  • the rolling element can also reduce the friction between the driver and the trolley, for example the frame and / or the translation device.
  • the wear can be reduced, whereby the service life can be increased and the maintenance costs as well as the repair costs can be reduced.
  • the first driver and / or the second driver can also comprise several rolling elements. These multiple rolling elements can then, for example, reduce both the friction between the driver and the trolley and between the driver and, for example, the wagon wheel or the wagon wheel axle of the rail vehicle, thereby further increasing the service life and further reducing costs.
  • the trolley can furthermore comprise a drive.
  • the drive can, for example, be an internal combustion engine that can convert chemical energy into mechanical work.
  • the drive can, for example, also be an electric motor that can convert electrical power into mechanical power.
  • the drive can also be a hydraulic drive or a pneumatic drive, for example.
  • the drive can also be a hybrid drive that combines various drive technologies.
  • the truck can also advantageously carry a fuel required for operation in a tank. Such a fuel can regularly be distinguished by a high energy density, which is why only a relatively small tank volume is required.
  • the internal combustion engine for example an internal combustion engine, In particular, the independence of the trolley from an external infrastructure can be achieved.
  • the necessary electricity can either be stored in the truck, for example by means of a battery, and / or supplied from the outside - for example from a system-side busbar and / or a system-side power line.
  • mixed forms are conceivable, for example in the form of a buffer battery, which can be charged by means of a contact via the system-side busbar or the system-side power line.
  • the backup battery can deliver the electrical power when the trolley cannot or should not be supplied with electrical power from outside.
  • the drive can be used both to drive the trolley itself and to drive components or assemblies of the trolley, such as the translation device and / or the driver.
  • Several drives can also be provided which, depending on the performance requirements, can be designed differently and dimensioned differently.
  • the drive that can bring the first driver or the second driver into the engagement position can be significantly smaller than the drive that can move the entire trolley.
  • a drive can also be provided, by means of which the translation device can effect the pressing.
  • the range of uses of the trolley can be expanded by the drive, and greater independence from the conditions of the respective conveyor system can be achieved, whereby the possible range of uses of the trolley can be increased.
  • the trolley can advantageously also include a sensor which can determine a position of the trolley relative to the first rail vehicle and / or to the second rail vehicle.
  • the trolley can, for example, recognize when the first driver and / or when the second driver can advantageously be brought into the respective engagement position.
  • the pressing in, the broaching or the process and / or the pressing can thereby achieve a high degree of automation and proceed reliably and quickly.
  • the sensor can, for example, be an optical one be a mechanical or a magnetic sensor.
  • the sensor can detect the beginning or the end of a rail vehicle or whether a wagon wheel or a set of wheels of the rail vehicle is being or has been passed.
  • the optical and magnetic sensors can also be used at the same time.
  • the measured values of the optical sensor can be corrected by the measured values of the magnetic sensor and vice versa.
  • the trolley For pushing in, for clearing or for moving and / or for pushing open, the trolley can, for example, detect the end of the first rail vehicle by means of the sensor or sensors when it is driven under. The trolley can then pass a wheel set of the first rail vehicle, for example by moving back, in order to stop and bring the first driver into the engagement position. The first rail vehicle can then be pushed in. The trolley can, for example, detect the beginning of the second rail vehicle by means of the sensor and stop accordingly after passing its desired wheel set in order to bring the second driver into the position of engagement with the second rail vehicle. The trolley can then continue or complete the pressing. The automation can thus be further increased by means of the sensor, which can lead to time and cost savings.
  • the two rail vehicles can be moved relative to one another via the translation device.
  • the translation device can bring the two carriers closer together and thus also bring the two rail vehicles closer together.
  • the pressing can be carried out, for example, up to the target relative position or - as already described - the target buffer spring force in order to be completed.
  • Figures 1A and 1B show, by way of example, a side view and a top view of a trolley 1 for pushing and / or pushing on rail vehicles, which comprises a frame 2 and a first driver 4.
  • the first driver 4 is connected to the frame 2 and can be brought into an engagement position with a first rail vehicle 40.
  • the trolley 1 according to the invention further comprises a second driver 5, which is connected to the frame 2 in a longitudinal direction 6 of the trolley at a distance from the first driver 4.
  • the second driver 5 can be in an engagement position with a second Rail vehicle 50 are brought.
  • the second rail vehicle 50 can have been brought into contact with the first rail vehicle 40 by means of the trolley 1.
  • the trolley 1 according to the invention further comprises a translation device 100.
  • the longitudinal direction 6 of the trolley corresponds to a preferred working direction of the trolley.
  • the translation device 100 can bring about a translational change in a relative position between the first driver 4 and the second driver 5 essentially along the longitudinal direction 6.
  • the trolley 1 Since the trolley 1 is in engagement with the first rail vehicle 40 by means of the first carrier 4 and at the same time is in engagement with the second rail vehicle 50 by means of the second carrier 5, it can change the translational change in the relative position between the first carrier 4 brought about by the translation device 100 and the second driver 5 is transferred to the first rail vehicle 40 and at the same time to the second rail vehicle 50.
  • the translation device 100 of the trolley 1 can thus also bring about a translational change in a relative position between the first rail vehicle 40 and the second rail vehicle 50.
  • the trolley 1 according to the invention can also support the uncoupling of coupled rail vehicles by pushing them open.
  • the trolley 1 according to the invention can be used wherever the first rail vehicle 40 is to be pressed together with a second rail vehicle 50 and the respective springs of the respective side buffers, or the respective central buffers, if present, are to be tightened somewhat. In addition to coupling or uncoupling, this can also be, for example, checking the functionality of the buffer springs.
  • the scope of use of the conveyor truck 1 according to the invention is therefore not tied to the shunting system, but can also be used, for example, in a maintenance or assembly hall or on the open road.
  • the trolley 1 can also have been used for pushing, since the first driver 4 moves into the position of engagement with the first rail vehicle 40 independently of the second driver 5 can be brought.
  • the two rail vehicles can also be moved together in the pressed-on state after they have been pressed on. A joint movement can also take place before or during the pressing.
  • the pressing can be implemented economically, in a robust manner and with low complexity and thus low susceptibility to failure.
  • the complexity can also be kept low in that the engagement of the second driver 5 with the second rail vehicle 50 can be designed essentially as a mirror image of the engagement of the first driver 4 with the first rail vehicle 40.
  • the design features of the first driver 4 can consequently be transferred virtually identically to the second driver 5, as a result of which both the costs of provision and the costs of maintenance or the supply of spare parts can be reduced.
  • the engagement of the driver with the rail vehicle can take place on an already existing component of the rail vehicle, so that the forces required for the pressing can be reliably transmitted, whereby the flexibility can be increased.
  • Such an intervention can take place, for example, directly on the wagon wheel and / or on the wagon wheel axle of the rail vehicle, both of which are particularly easily accessible.
  • such an intervention can take place, for example, on the wheel set holder of the rail vehicle, so that in the event of strong forces acting during the pressing process, lifting of the rail vehicle can be avoided or the driver can be prevented from slipping under the wagon wheel of the rail vehicle.
  • such an intervention can also take place, for example, on one of the towing hooks, on one of the rope hooks or on one of the rope anchors of the rail vehicle, since large forces can also be transmitted here and lifting of the rail vehicle during the pressing process can be safely avoided.
  • such an intervention can also take place, for example, on the end face of the car body and / or on the side buffers, if present also on the central buffers, of the rail vehicles, which are particularly easily accessible.
  • the trolley 1 can cause the corresponding side buffers to be pushed in; if available, the corresponding central buffer is also available.
  • a design and a kinematics of the driver for the engagement position can accordingly be closely based on existing drivers for common trolleys, whereby the complexity and the costs can be reduced.
  • the But drivers can also be designed in the form of traction means.
  • Pulling means can in particular be a rope, a chain or a belt.
  • the translation device 100 can be designed essentially freely as long as it is by definition capable of the corresponding translational change in the relative position along the longitudinal direction 6 between the first driver 4 in engagement with the first rail vehicle 40 and the second driver 5 in engagement with the second To effect rail vehicle 50.
  • the translation device 100 is thus at least able to translate the first driver 4 and the second driver 5 relative to one another.
  • the translation device 100 can, for example, directly or indirectly move the first driver 4 and / or the second driver 5 accordingly.
  • the first driver 4 and / or the second driver 5 can be moved simultaneously or at different times.
  • the movement of the first driver 4 and the movement of the second driver 5 can also take place differently or at the same speed, last differently or for the same time and generally be adapted to a large number of external conditions or specifications.
  • the trolley 1 itself can also be in an absolute movement.
  • the first rail vehicle 40 and the second rail vehicle 50 can therefore also be moved absolutely during the pressing on, that is to say the pressing can also take place while the rail vehicles are being displaced.
  • the two rail vehicles 40 and 50 can be moved together in the pressed-on state after they have been pressed on. All of this increases flexibility and the possible range of applications.
  • the translation device 100 can perform the pressing in different stages, that is to say pressing in the respective side buffer springs, or the respective central buffer spring, of the rail vehicles to different degrees.
  • the translation device 100 can carry out the pressing continuously or in stages up to a desired target relative position of the two rail vehicles to one another.
  • the target relative position can also correspond to a target buffer spring force and vice versa, wherein the respective buffer spring force can also be converted into a force applied to the corresponding driver and caused by the translation device 100, and vice versa.
  • the translation device 100 itself can be designed, for example, electrically, mechanically, hydraulically or pneumatically. Mixed forms can also be advantageous, such as an electromechanical design, which can be particularly precise and robust.
  • the various possible embodiments thus also enable external requirements to be met in the best possible way.
  • conveyor means that are present in the conveyor system and can be connected to the conveyor carriage 1 according to the invention, for example conveyor traction means or follow-up traction means, or cables can be used to bring the drivers into the engagement position or to lead them out of the engagement position.
  • the drivers 4 and 5 described can each be designed mirrored to the longitudinal direction 6 of the trolley 1 as corresponding driver pairs, so that the engagement can take place in each case without generating a yaw moment, whereby the stability of the trolley 1 and the rail vehicles can be increased, since then when pressed in Essentially only forces along the longitudinal direction 6 result, as exemplified in FIG Figures 3 B and 5 B shown.
  • the trolley 1 according to the invention can accordingly comprise a first driver pair.
  • the trolley 1 according to the invention can accordingly comprise a second pair of drivers.
  • a driver pair can consist of two individual drivers, for example two first drivers 4 or two second drivers 5; See the example of the second pair of drivers in Figure 2 B .
  • Such a driver pair can comprise two directly connected individual drivers or comprise two individual drivers connected by means of the translation device 100, for example two first drivers 4 or two second drivers 5; See the example of the second pair of drivers in Figure 4 B .
  • Such a driver pair can be designed as a separate assembly; See the example of the driver pairs in Figure 3 B .
  • driver and driver pair can therefore be used synonymously.
  • the translation device 100 is directly connected to at least one of the drivers 4 and 5 in order to bring about the translational change in the relative position between the drivers 4 and 5, as exemplified in FIG Figures 1 A, 1 B and 2 A, 2 B shown.
  • the translation device 100 can, for example, be directly connected to only one of the drivers.
  • the translation device can only be directly connected to the second driver 5. If, for example, the first rail vehicle 40 is pressed against the second rail vehicle 50 by means of the trolley 1 using the first driver 4, the subsequent pressing can take place by means of a change in position of the second driver 5 using the translation device 100 without the translation device 100 having the Position of the first driver 4 changes.
  • the translation device 100 as exemplified in FIGS Figures 2 A 1 and 2B, only be directly connected to the first driver 4. Then the second driver 5 can remain unchanged in the engaged position during the pressing; That is, its position relative to a reference point of the frame 2 of the trolley 1 remains unchanged. The translation device 100 can then change the relative position between the drivers 4 and 5 by only changing the position of the first driver 4.
  • the first driver 4 is directly connected to a first translation device 100a and the second driver 5 is directly connected to a second translation device 100b, as exemplified in FIG Figures 4 A and 4 B shown.
  • each of the drivers 4 and 5 is advantageously directly connected to a respective translation device 100a and 100b, the flexibility of changing the relative positions can be increased.
  • both translation devices 100a and 100b can effect the change in the relative positions at the same time or alternately. With the latter, for example, excessive heating can be avoided and the service life can be increased.
  • the two translation devices 100a and 100b can also be operated as a respective redundancy, so that, for example, if the first translation device 100a fails, the second translation device 100b immediately effects the change in the relative position.
  • the first driver designed here as a first driver pair
  • the first driver pair can also be directly connected to, for example, two first translation devices 100a. Operation can therefore be maintained even in the event of failure of one of the translation devices, as a result of which possible follow-up costs can be minimized. If more than one translation device is used, these can always be designed differently and dimensioned differently - both with regard to their design and size as well as with regard to the maximum possible change in the respective relative position.
  • first translation device can be designed electro-mechanically and the second translation device can be designed hydraulically.
  • first translation device can be designed electro-mechanically and the second translation device can be designed hydraulically.
  • the frame 2 of the trolley 1 advantageously comprises a first frame part 2a to which the first driver 4 is attached, and a second frame part 2b to which the second driver 5 is attached.
  • the translation device 100 advantageously connects the first frame part 2a to the second frame part 2b. The translation device 100 thus effects a translational change in the relative position between the first frame part 2a and the second frame part 2b in order to bring about the translational change in the relative position between the drivers 4 and 5 in order to push open the two rail vehicles 40 and 50.
  • the translation device 100 moves the two frame parts 2a and 2b - together with the two drivers 4 and 5 - relative to one another, the translation device 100 can be dimensioned larger than in the case of the direct movement of the individual driver.
  • the durability of the translation device 100 can be increased, but accessibility can also be improved, which in turn can facilitate maintenance, repair and, in principle, any necessary replacement of components.
  • an undesirable yaw moment can be avoided due to the design during the pressing - for example when the corresponding driver pairs engage with two wheels of the first and second rail vehicles 40 and 50 each Precision of the pressing can be increased and possible wear can be reduced.
  • the single centrally arranged translation device 100 can operate without yawing moments.
  • a synchronization between the plurality of drivers, or between the corresponding two, can therefore be achieved
  • the first driver 4 is also advantageously connected to a first translation device 100a (as exemplified in FIGS Figures 6 A and 6 B shown) and / or the second driver 5 with a second translation device 100b (as for example in FIGS Figures 7 A and 7 B shown) directly connected.
  • first translation device 100a as exemplified in FIGS Figures 6 A and 6 B shown
  • second driver 5 with a second translation device 100b directly connected.
  • the flexibility can be increased as a result, since it can be controlled by means of which of the existing translation devices 100, 100a and 100b the change in the relative position between the drivers 4 and 5 takes place.
  • the redundancy between the existing translation devices 100, 100a and 100b can also be established or increased, as a result of which safe operation can be maintained even after failure of one of the translation devices 100, 100a or 100b and a corresponding risk of consequential costs can be reduced.
  • the translation devices 100, 100a or 100b can be designed differently and dimensioned differently, so that rail vehicles of different weights can be pushed open using the correspondingly designed and dimensioned translation devices 100, 100a or 100b, which ensures safe operation while at the same time minimizing the risk of Overload.
  • the translation device 100 advantageously comprises a linear guide 7 and optionally a guide body 8 which is guided by means of the linear guide 7 - see, for example, FIG Figures 2 B, 5 B and 7 B .
  • a linear guide 7 can be, for example, a ball bushing guide or a profile rail guide, for example a ball rail guide, a roller rail guide or a roller guide.
  • the ball bushing guide can also offer the advantage that the engagement position of the respective driver can be reached by a rotational movement in which an axis of rotation coincides with a longitudinal axis of the guided ball bushing, which enables a particularly compact and at the same time stable design.
  • the advantage of the profile rail guide can be that, in the case considered advantageous, the freedom of rotation can be eliminated without the need for additional components. As a result, the driver can be protected against undesired rotation by means of the profile rail guide, whereby the safety can be increased during the pressing and possibly impending damage can be avoided.
  • the translation device 100 advantageously further comprises a traction means 26 and a receptacle 28, as exemplified in FIG Figures 6 A and 6 B shown.
  • Pulling means 26 can in turn be a rope, a chain or a belt.
  • the traction means 26 can in principle have open ends or can be designed to be endless.
  • the receptacle 28 serves to fasten the traction means 26 to the frame 2, or to the first frame part 2a or to the second frame part 2b.
  • the receptacle 28 can also serve to fasten the traction means 26 to the first driver 4 or to the second driver 5.
  • at least one receptacle 28 of the translation device 100 is provided on the first driver 4 and on the second driver 5 in a particularly advantageous manner.
  • the translation device 100 advantageously further comprises a deflection device 27 for guiding the traction means 26 and / or for deflecting a direction of action of the traction means 26, whereby the stability in the guidance of the traction means 26 as well as the flexibility of the force and / or movement line is increased.
  • the deflection device 27 enables the principle of the pulley block, with the number of Deflection devices 27 increasingly large forces can be provided for pressing.
  • one end of the traction means 26 is particularly advantageously driven, while the traction means 26 itself is guided via the deflection device 27 provided on the driver 4 or 5.
  • the other end of the traction means 26 is particularly advantageously fastened to the frame 2 or to one of the frame parts via the receptacle 28, whereby the force that can be provided on the drive side is increased as a result of the pulley effect.
  • an endless traction means 26 for example an endless chain
  • this can be guided over several deflection devices 27, whereby the force and / or the movement for pressing can be transmitted flexibly via a very simple and very light device and also a simple one Maintenance and low spare part costs are made possible.
  • the principle of the belt drive can be implemented through a different dimensioning of the respective diameter of the respective deflecting device 27, whereby the very large force required for the pressing process can be generated from a relatively low force that can be provided on the drive side; see for example the Figure 8 B .
  • the translation device 100 advantageously connects the first frame part 2a to the second frame part 2b by means of the traction means 26; see for example the Figure 6 B .
  • the traction means 26 in particular the force and / or the movement of the translation device 100 can be transmitted flexibly over a large distance between the first frame part 2a and the second frame part 2b.
  • one end of the traction means 26 can be located on the first frame part 2a and driven there, while the other end of the traction means 26, for example, by means of the receptacle 28 on the second frame part 2b can be attached.
  • At least one deflection device 27 can be arranged on the first frame part 2a and / or on the second frame part 2b in order to implement the principle of the pulley block, thereby increasing the forces available for pressing on have it enlarged accordingly. This makes it possible to bring about the desired change in the relative position between the two frame parts 2a and 2b and thus between the two drivers 4 and 5 even with very different distances between the first frame part 2a and the second frame part 2b.
  • the desired change in the relative position can also be correspondingly large; the pressing process can take place over a large distance.
  • the length of the trolley 1 itself thus no longer essentially determines the maximum possible distance for pressing on.
  • This also enables several rail vehicles to be pressed on over a distance which is significantly greater than the total length of the two frame parts 2a and 2b, respectively.
  • a third, fourth or fifth rail vehicle can also be located between the first rail vehicle 40 with which the first driver 4 is engaged and the second rail vehicle 50 with which the second driver 5 is engaged, which are pressed at the same time. In this way, six, seven, eight or more rail vehicles can be pushed on at the same time.
  • the range of uses of the trolley 1 can be expanded considerably, and the simultaneous pressing of more than two rail vehicles increases the efficiency considerably.
  • the weight of this trolley 1 can also be significantly reduced compared to a very long one-piece trolley.
  • several receptacles 28 and / or deflection devices 27 are used in a particularly advantageous manner, several or different traction means 26 are also used in a particularly advantageous manner, thereby creating redundancy. This increases the reliability in particular.
  • a translation can be brought about here, for example, by two traction means 26 arranged perpendicular to one another, for example by a T-shaped arrangement. Thus, very large forces can be provided on the driver.
  • the translation device 100 advantageously comprises a lever mechanism 9, preferably a scissor lever mechanism or a toggle lever mechanism.
  • the lever mechanism 9 shown advantageously comprises a lever 9a and a joint 9b.
  • the lever mechanism 9 can represent a suitable guide - for example to stabilize the corresponding driver.
  • the lever mechanism 9 can also enable an advantageous force transmission ratio between a force to be applied in the translation device 100 and a force resulting on the driver 4 or 5; see for example the Figures 5 A and 5 B. In particular, very large pressing forces can also be generated in this way.
  • the corresponding force is advantageously exerted on the toggle lever mechanism 9 perpendicular to the longitudinal direction 6.
  • the translation device 100 advantageously further comprises a rack and pinion drive 10, as exemplified in FIG Figures 4 A and 4 B shown.
  • a rack and pinion drive 10 can provide the desired guidance itself, but can also be combined particularly favorably with the ball rail guide of the linear guide 7 already described.
  • the rack and pinion drive 10 enables, for example, a rotational movement that can be provided on the drive side to be converted into the desired translational movement of the translation device 100.
  • the guidance of the rack drive 10 can in particular be improved by toothing a rack 10a on both sides, whereby any bending moments that may occur can also be avoided.
  • a desired transmission ratio can be set in a simple manner.
  • rack 10a and pinion 10b are helical or herringbone teeth, they are characterized by more uniform power transmission, the ability to transfer larger torques, as well as smoother running and lower noise levels with high positioning and repeat accuracy compared to straight teeth.
  • the translation device 100 can also advantageously further comprise a screw drive 11, as exemplified in FIG Figures 4 A and 4 B shown.
  • the screw drive 11 advantageously comprises a threaded spindle 11a and a spindle nut 11b.
  • a ball screw drive for particularly smooth running, a high load rating and a short nut design are conceivable here Planetary screw drive for low-noise operation and high travel speeds with an equally high load rating.
  • a rotary movement that can be provided on the drive side can also generally be converted into the desired translational movement of the translation device 100.
  • Such a screw drive 11 enables precise guidance of the translational movement, and the friction, a breakaway torque and wear can be reduced.
  • the axis of rotation of the driver when pivoting in and out can correspond to the longitudinal axis of the threaded spindle 11a, which enables a compact design.
  • the translation device 100 advantageously further comprises a crank drive 12, as exemplified in FIG Figures 6 A and 6 B shown.
  • a crank drive 12 also makes it possible to convert a rotary movement that can be provided on the drive side into the desired translational movement of the translation device 100.
  • the crank drive advantageously comprises a connecting rod 12a and a crank disk 12b
  • the desired translational movement can be generated from a rotary drive movement in a particularly simple and robust manner.
  • a maximum translational travel path can be reliably established which, for example, corresponds to the diameter of the crank disk 12b.
  • the crank drive 12 can also be designed, for example, as a gear coupling gear, for example as a Watt's planetary gear.
  • a desired transmission ratio can be set particularly easily by means of the gear wheel diameter involved.
  • the translation device 100 advantageously comprises a spring mechanism 13 and / or a damper mechanism 14, as exemplified in FIG Figures 7 A and 7 B shown.
  • the spring mechanism 13 advantageously comprises a spring.
  • the spring can be, for example, a spiral spring, such as a leaf spring or a spiral spring, or the spring can be, for example, a torsion spring, such as a helical spring.
  • the spring can, for example, also be a Be a rubber spring or an air spring.
  • the spring can be designed as a compression spring or a tension spring.
  • the spring mechanism 13 can in particular serve to enable the relative position between the drivers 4 and 5 to be reset in a simple manner.
  • the energy supplied when the spring is pressed on can be stored in the spring and then released again by the spring after it has been pressed on. Such a delivery of the energy can be used in a particularly advantageous manner to return the respective driver 4 or 5, which is correspondingly connected to the translation device 100, to its starting position. As a result, the next pressing-on process can be prepared in a simple and safe manner, and a drive for the return can be dispensed with.
  • the damper mechanism 14 advantageously comprises a damper.
  • the damper mechanism 14 can be implemented, for example, in the form of a friction brake. The damper mechanism can prevent possible damage to the trolley 1 or to the translation device 100, but also to the drivers 4 and 5 and to the rail vehicles 40 and 50.
  • the translation device 100 can also particularly advantageously comprise a combined spring-damper mechanism which the respective properties of the spring mechanism 13 and the damper mechanism 14 combine.
  • the damper mechanism can also be used here to dampen a vibration of the translation device or of the driver that is amplified by the spring mechanism. In this way, unwanted vibrations of components can be reliably avoided; this increases reliability and security.
  • Common spring-damper mechanisms are available as standard in a large number of designs and can therefore be acquired at relatively low costs, which can correspondingly reduce the costs for the conveyor carriage 1 according to the invention in terms of provision, maintenance and operation.
  • the translation device 100 advantageously comprises a locking device 15, as exemplified in FIG Figures 8 A and 8 B shown.
  • the locking device 15 is used to hold an achieved relative position of the driver 4 and 5 to one another or to hold an achieved relative position of the driver 4 or 5 to the frame 2 or to one of the frame parts 2a or 2b.
  • the locking device 15 is used to hold the relative position of the two frame parts 2a and 2b to one another.
  • the locking device 15 enables the relative position reached by means of the translation device 100 to be held in an energy-efficient manner.
  • the locking device 15 can be, for example, a locking mechanism for a rotary movement and / or for a pushing movement.
  • the locking device 15 can therefore also act on an engagement or force engagement of a possible drive.
  • the locking device 15 can, however, also directly prevent the translational movement of the translation device 100 itself.
  • the locking device 15 can act on one side (as a so-called directional lock) or on both sides, i.e. locking can take place in one or in both directions of movement.
  • a tooth straightening lock with a pawl can be used as a lock in order to avoid a backward movement, and a forward movement can be approximately unhindered.
  • a locking pin, which can be moved from a locking position to an unlocking position - and vice versa - can also be a functionally essential component, for example a part of the translation device 100 itself or, for example, the driver 4 or 5 correspondingly connected to the translation device 100, in its movement option restrict or release.
  • Safety can also be increased by means of the locking device 15, since undesired movement in one or both directions of rotation or thrust can be avoided.
  • the relative position of the drivers 4 and 5 can thus be held securely, as a result of which the relative position of the rail vehicles 40 and 50 can also be securely held.
  • the translation device 100 advantageously further comprises a first traction mechanism receptacle 21 for receiving a subsequent traction mechanism 20, as exemplified in FIG Figures 7 A, 7 B and 8 A, 8 B shown.
  • the follow-up traction device 20 can in particular be a follow-up rope, a follow-up chain or a follow-up belt.
  • the first traction device receptacle 21 receives the following traction device 20, for example the following rope.
  • a force and / or a movement can be transmitted from the outside to the translation device 100 via the follow-up traction device 20 in a simple and flexible manner, which force can be used both for holding and for moving (including breaking loose and accelerating).
  • the first Traction means receptacle 21 of the translation device 100 can be attached to one of the drivers, to the frame 2 or to one of the frame parts.
  • the first traction device receptacle 21 can accommodate the subsequent traction device 20, whereby the force and / or the movement can be correspondingly transferred via the subsequent traction device 20 to the translation device 100 and thus to the driver or to the frame part.
  • the force and / or the movement can also be transmitted over large and, in particular, changing distances.
  • an endlessly revolving follow-up traction device 20 provided on the system side can be used, for example a follow-up cable that is guided along the track bed.
  • the translation device 100 also advantageously additionally or alternatively comprises a first traction means deflecting device 22 for guiding the following traction means 20.
  • the first traction means deflecting device 22 can additionally or alternatively also cause a direction of action of the following traction means 20 to be deflected.
  • a translation for example according to the principle of the pulley block, can be implemented in a simple manner.
  • the translation can in particular serve to enable higher forces than could be applied directly by the follow-up traction means 20 during the pressing on of the driver.
  • a plurality of first traction means receptacles 21 and / or several first traction means deflection devices 22 can advantageously be used, which can accommodate or guide the multiple subsequent traction means 20 that may be present on the system side and can also create redundancy.
  • Several traction means receptacles 21 and / or traction means deflection devices 21 can also be used to increase safety or to implement the translation.
  • the follow-up traction means 20 on the contact side can also be arranged perpendicular to it in order to effect the desired translation; For example, through their T-shaped arrangement, in which the traction means 26 arranged on the cross line, i.e.
  • the trolley 1 according to the invention also allows different types of follow-up traction means 20 present on the system side to be combined with one another, whereby the freedom of design can be further increased. It can also be used, for example, in the In the case of translations, the different high forces are taken into account. As a result, security can be increased and costs can be reduced.
  • the trolley 1 advantageously further comprises a wheel 23 which comprises a hub and an axle; see for example the Figures 7 A and 7 B .
  • the wheel 23 can be rigidly attached to the frame 2 or to one of the frame parts 2a or 2b, or the wheel 23 can be attached to the frame 2 or to one of the frame parts 2a or 2b such that it can be retracted / extended or pivoted in / out.
  • the wheel 23 is advantageously suitable for being brought into engagement with the rail foot, with the rail web and / or with the rail head.
  • the trolley 1 can also comprise a plurality of wheels 23, which can each be brought into engagement with the rail foot, with the rail web and / or with the rail head.
  • the engagement with the rail foot and / or with the rail web enables in particular that the trolley 1 can pass under a rail vehicle, while the engagement with the rail head enables a switch to be driven over, which increases the possible uses considerably.
  • the wheel 23 can guide the trolley 1 along a rail. By moving the wheel 23 in / out or swiveling it in / out, the trolley 1 can be adapted to a different track width. The trolley 1 can thus be used for rails of different gauge with little effort.
  • the rail can be the same rail on which the first and second rail vehicles 40 and 50 also travel or are guided.
  • An additional rail can also be provided for the trolley 1.
  • the additional rail can also be a sub-track. This, in turn, enables the trolley 1 to pass under the rail vehicles 40 and 50, which increases the possibilities for use considerably.
  • the appropriately designed wheel 23 can also support the trolley 1 on any surface, so that in principle no additional rails are required.
  • the trolley 1 advantageously further comprises a guide receptacle 24 for direct guidance of the trolley along a guide element 25; see for example the Figures 8 A and 8 B .
  • the Guide element 25 can run in or below the track bed, for example also in a sub-track or in a pit.
  • the guide element 25 can also be live, so that the trolley can also be supplied with electrical energy.
  • a safe power supply of the conveyor carriage 1 according to the invention which can also be used to operate a possible drive.
  • the frame 2, or the frame parts 2a and / or 2b comprise a second traction mechanism receptacle 31 for receiving a conveyor traction mechanism 30, as exemplified in FIG Figures 1 A and 1 B and 5 A and 5 B, respectively.
  • the conveyor traction means 30 can in particular be a conveyor rope, a conveyor chain or a conveyor belt.
  • the second traction mechanism receptacle 31 serves in particular to connect the conveyor traction mechanism 30 to the frame 2 or to one of the frame parts 2a or 2b.
  • a force and / or a movement can be transmitted to the frame 2, or to the first frame part 2a and / or to the second frame part 2b, in a simple and flexible manner via the conveyor traction means 30, which is necessary both for holding and for moving (including breaking loose and accelerating) of the trolley 1 can be used. It is particularly advantageous that the force and / or the movement can in turn be transmitted over large and, in particular, changing distances.
  • an endlessly revolving conveyor traction means 30, for example the conveyor rope, which is guided along the track bed can be used.
  • one end of a conventional system-side conveyor can form the hoisting rope, while the other end of the cable pull can form the following rope.
  • the conveyor traction means 30, for example the conveyor rope, can in addition to the method also be used to hold the conveyor carriage, for example while it is being pushed open.
  • the frame 2 or comprises the first frame part 2a and / or the second frame part 2b, advantageously comprises a second traction means deflection device 32 for guiding the conveyor traction means 30, as exemplified in FIG Figures 2 A and 2 B and 5 A and 5 B, respectively.
  • the second Switzerlandstoffumlenkvoriques 32 to Guiding the conveyor pulling means 30 can additionally or alternatively also cause a direction of action of the conveyor pulling means 30 to be deflected.
  • the second traction means deflection device 32 enables the principle of the pulley block, whereby the large forces for moving or holding the entire conveyor carriage 1 can be applied.
  • second traction means receptacles 31 and / or several second traction means deflection devices 32 can also be present on the frame 2, or on the first frame part 2a and / or on the second frame part 2b.
  • the multiple second traction means receptacles 31 and / or the multiple second traction means deflecting devices 32 can also be connected to one or more conveyor traction means 30.
  • various types of system-side conveyor traction means 30 can be received, guided and / or deflected.
  • the first frame part 2a can comprise one or more second traction device receptacles 31 and / or the second frame part 2b can comprise one or more second traction device receptacles 31. Additionally or alternatively, the first frame part 2a and / or the second frame part 2b can comprise one or more second traction means deflection devices 32.
  • first frame part 2a and the second frame part 2b each comprise a traction mechanism receptacle 31 and / or a traction mechanism deflection device 32 for one or more conveyor traction means 30, so that the forces necessary for pressing are provided by means of the conveyor traction means 30 without the need for an additional drive. It is also possible to hold the first frame part 2a or the second frame part 2b by the conveyor traction means 30 while the translation device 100 moves the respective other frame part 2b or 2a relative to the held frame part 2a or 2b and thus moves the drivers 4 and 5 relative to one another ; see for example the Figure 7 B . Once again, the facilities available on the plant side can be used to advantage.
  • the first driver 4 and the second driver 5 each comprise an outer driver arm 16 for a respective pushing-on direction, and / or at least one of the drivers 4 or 5 advantageously comprises an inner driver arm 17 for a respective pushing-out direction, the respective pushing-off direction being opposite to respective pressing direction; see for example the Figure 7 B .
  • the outer driver arm 16 can already enable the engagement of the first driver 4 with the first rail vehicle 40 in order to be pressed together in a secure manner.
  • the respective outer driver arm 16 enables the respective driver 4 and 5 to engage with the respective rail vehicle 40 and 50 in a secure manner when it is pressed on.
  • the inner driver arm 17 which can exert a force or a movement in a respective pushing direction opposite to the respective pushing-on direction, can be used to brake the corresponding rail vehicle 40 or 50 or to hold, but also to cause a relative movement opposite to the pressing.
  • This opposite relative movement can be used for the relative removal of the first rail vehicle 40 from the second rail vehicle 50, as a result of which the range of uses of the trolley 1 can be expanded; For example, the trolley 1 can thus carry out a buffer test, at the end of which the first rail vehicle 40 is separated from the second rail vehicle 50.
  • the opposite relative movement can also be used to check a coupling that has taken place after being pressed on or to press off a decoupled rail vehicle. Safety can also be increased in this way, and the range of uses of the trolley 1 can be expanded.
  • the first driver 4 and / or the second driver 5 advantageously comprise a rolling element 18, as exemplified in FIG Figures 7 A and 7 B shown.
  • the rolling element 18 can be, for example, a ball, a roller, a barrel, a cone, a wheel or another rotating body.
  • the rolling element 18 can comprise a hub and an axle.
  • the rolling element 18 can also have a multilayer structure.
  • a plastic layer or a plastic hollow cylinder can be provided on a steel barrel or on a steel roller.
  • a running surface of the wagon wheel or an outer surface of the wagon wheel axis can be complementarily adapted.
  • the rolling element 18 can considerably reduce friction between the first driver 4 or the second driver 5 and the corresponding rail vehicle 40 or 50. This applies in particular when the driver 4 or 5 is in engagement with the rotatable wagon wheel or the rotatable wagon wheel axle of the rail vehicle 40 or 50.
  • the rolling element 18 can facilitate a rotary movement of the wagon wheel or the wagon wheel axle with respect to the driver which is in engagement.
  • the reduced friction also results in reduced wear, as a result of which the service life of both the trolley 1 and the rail vehicles 40 and 50 is increased and the corresponding maintenance costs and repair costs can be reduced.
  • the rolling element 18 can alternatively also reduce the friction between the driver 4 or 5 and the trolley 1, for example the frame 2 and / or the translation device 100. In turn, wear can be reduced, which increases the service life of all components in contact with one another and which are subject to relative movement, and the corresponding maintenance costs and repair costs can be reduced.
  • the first driver 4 and / or the second driver 5 each advantageously also comprise a plurality of rolling elements 18 reduce engaged wagon wheel or the respective wagon wheel axle, whereby the service life can be further increased and the costs can be further reduced.
  • the trolley 1 advantageously further comprises a drive 19, as exemplified in FIG Figure 8 B shown.
  • the drive 19 can be an internal combustion engine that converts chemical energy into mechanical work.
  • the drive 19 can also be an electric motor that converts electrical power into mechanical power.
  • the drive 19 can also be a hydraulic drive or a pneumatic drive.
  • the drive 19 can also be a Be a hybrid drive that combines different drive technologies.
  • the truck can also advantageously carry the fuel required for operation in a tank. Such a fuel is regularly characterized by its high energy density, which is why only a relatively small tank volume is required.
  • the internal combustion engine for example an internal combustion engine, makes it possible, in particular, for the trolley 1 to be independent of an external infrastructure.
  • the necessary electricity can either be stored in the truck, for example by means of a battery, and / or supplied from the outside - for example from a system-side busbar and / or a system-side power line.
  • mixed forms are conceivable, for example in the form of a buffer battery, which can be charged by means of a contact via the system-side busbar and / or the system-side power line.
  • the backup battery can deliver the electrical power when the trolley 1 cannot or should not be supplied with electrical power from the outside.
  • the drive 19 can be used both to drive the trolley 1 itself and to drive components or assemblies of the trolley 1, such as the translation device 100 or the driver 4 or 5.
  • a plurality of drives 19 can also be provided which, depending on the performance requirement, can be designed differently, dimensioned differently, and designed differently.
  • the drive 19, which brings the first driver 4 or the second driver 5 into the engagement position can be dimensioned significantly smaller than the drive 19 which moves the entire trolley 1.
  • a drive 19 can also be provided, by means of which the translation device 100 effects the pressing.
  • the range of uses of the trolley 1 can be expanded by the drive 19, and greater independence from the conditions of the respective conveyor system can be achieved, as a result of which the possible range of uses of the trolley 1 can be increased.
  • the trolley 1 advantageously further comprises a sensor 3, which determines a relative position of the trolley 1 to the first rail vehicle 40 and / or can determine to the second rail vehicle 50; see for example the Figures 1 A and 1 B .
  • the trolley 1 can recognize when the first driver 4 and / or when the second driver 5 should advantageously be brought into the respective engagement position.
  • the pressing in, the broaching or the process and / or the pressing can thereby achieve a high degree of automation and proceed reliably and quickly.
  • the sensor 3 can be, for example, an optical, a mechanical or a magnetic sensor.
  • the sensor 3 can for example recognize the beginning or the end of a rail vehicle or recognize whether a wagon wheel or a wheel set of the rail vehicle is or has been passed.
  • the optical and magnetic sensors can also be used at the same time.
  • the measured values of the optical sensor can be corrected by the measured values of the magnetic sensor and vice versa.
  • the trolley 1 can detect the end of the first rail vehicle 40 by means of the sensor or sensors 3 when it is driven under. The trolley 1 can then pass a wheel set of the first rail vehicle 40 accordingly by moving back, in order to then stop and bring the first driver 4 into the engagement position. The first rail vehicle 40 can then be pushed in.
  • the trolley 1 can detect the beginning of the second rail vehicle 50 by means of the sensor 3 and, after passing a desired set of wheels of the second rail vehicle 50, stop accordingly in order to bring the second driver 5 into the position of engagement with the second rail vehicle 50. Subsequently, the trolley 1 can carry out or complete the pressing.
  • the automation can thus be further increased by means of the sensor 3, which leads to time and cost savings.
  • the translation device 100 moves the two rail vehicles 40 and 50 relative to each other.
  • the translation device 100 approaches the two drivers relative to one another, and thus also the two rail vehicles 40 and 50.
  • the pressing is continued until the target relative position of the two rail vehicles 40 and 50 is reached or - as already described - until the target buffer spring force is reached of the two rail vehicles 40 and 50 carried out accordingly and is thus completed.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Automobile Manufacture Line, Endless Track Vehicle, Trailer (AREA)
  • Platform Screen Doors And Railroad Systems (AREA)
EP20182317.6A 2020-06-25 2020-06-25 Chariot de convoyage Active EP3929059B1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
EP20182317.6A EP3929059B1 (fr) 2020-06-25 2020-06-25 Chariot de convoyage

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP20182317.6A EP3929059B1 (fr) 2020-06-25 2020-06-25 Chariot de convoyage

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Publication Number Publication Date
EP3929059A1 true EP3929059A1 (fr) 2021-12-29
EP3929059B1 EP3929059B1 (fr) 2022-12-07

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Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102022125105A1 (de) 2022-09-29 2024-04-04 Technische Universität Dresden, Körperschaft des öffentlichen Rechts Vorrichtung zum Kuppeln und/oder Entkuppeln von Schienenfahrzeugen mit Schraubenkupplungssystem und Gleistranslationsvorrichtung

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB1388778A (en) * 1972-03-02 1975-03-26 Asea Sa Carriages for hauling rail vehicles
DE4323245A1 (de) * 1993-07-12 1995-01-19 Jansen Naegeler Heinz Guenter Vorrichtung zum Ankuppeln von Bergbau-Förderwagen
DE29905110U1 (de) * 1999-03-21 1999-06-10 Tiefenbach GmbH, 45549 Sprockhövel Förderanlage zum Fördern, Verschieben, Verteilen und Positionieren von Eisenbahnwaggons
WO2003020567A1 (fr) * 2001-09-04 2003-03-13 Deutsche Bahn Ag Procede et dispositif de positionnement de remorques

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB1388778A (en) * 1972-03-02 1975-03-26 Asea Sa Carriages for hauling rail vehicles
DE4323245A1 (de) * 1993-07-12 1995-01-19 Jansen Naegeler Heinz Guenter Vorrichtung zum Ankuppeln von Bergbau-Förderwagen
DE29905110U1 (de) * 1999-03-21 1999-06-10 Tiefenbach GmbH, 45549 Sprockhövel Förderanlage zum Fördern, Verschieben, Verteilen und Positionieren von Eisenbahnwaggons
WO2003020567A1 (fr) * 2001-09-04 2003-03-13 Deutsche Bahn Ag Procede et dispositif de positionnement de remorques

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102022125105A1 (de) 2022-09-29 2024-04-04 Technische Universität Dresden, Körperschaft des öffentlichen Rechts Vorrichtung zum Kuppeln und/oder Entkuppeln von Schienenfahrzeugen mit Schraubenkupplungssystem und Gleistranslationsvorrichtung

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