EP3929059B1 - Chariot de convoyage - Google Patents

Chariot de convoyage Download PDF

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Publication number
EP3929059B1
EP3929059B1 EP20182317.6A EP20182317A EP3929059B1 EP 3929059 B1 EP3929059 B1 EP 3929059B1 EP 20182317 A EP20182317 A EP 20182317A EP 3929059 B1 EP3929059 B1 EP 3929059B1
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EP
European Patent Office
Prior art keywords
translation device
driver
conveyor carriage
rail vehicle
carrier
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EP20182317.6A
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German (de)
English (en)
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EP3929059A1 (fr
Inventor
Philipp Salger
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Salger Philipp
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Individual
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Publication of EP3929059A1 publication Critical patent/EP3929059A1/fr
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    • 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 rail vehicles down and for pushing them open.
  • the trolley includes a first driver engageable with a first rail vehicle, a second driver engageable with a second rail vehicle, and a translation device.
  • the translation device causes 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 which are used in a conveyor system on a marshalling yard or a marshalling yard of the railway system, are used for pushing. When the trolley is pushed down, it is engaged by a driver with only a first rail vehicle, for example a wagon. The trolley usually moves separately standing rail vehicles in order to put them together for coupling without gaps between the rail vehicles and thus to provide a train set that is ready to be coupled. As a result, the use of shunting locomotives can be dispensed with.
  • the object of the invention is therefore to provide a trolley that can also be used to push open rail vehicles.
  • Such a trolley may include a frame, and may include a first cam connectable to the frame and positionable into engagement with a first rail vehicle.
  • a trolley can comprise a second driver, which can be connected to the frame in a longitudinal direction of the trolley at a distance from the first driver.
  • the second carrier 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 include 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 translatory 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 use the translational change in the relative position between the first driver and transferred to the second driver on the first rail vehicle and at the same time on the second rail vehicle.
  • the translation device of the trolley can also be a translatory Cause change of a relative position between the first rail vehicle and the second rail vehicle.
  • the trolley according to the invention for pressing 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 for pushing down, clearing or moving a rail vehicle, since the first driver can have been brought into the engagement position 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 faults.
  • the complexity can also be kept low in that the engagement of the second driver with the second rail vehicle can be configured 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 required for pressing on can be safely transmitted, as a result of which the flexibility can be increased.
  • Such an intervention can, for example, take place 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 also take place, for example, on the wheelset 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 slipping of the driver under the wagon wheel of the rail vehicle can be avoided.
  • such an intervention can also be carried out, for example, on one of the towing hooks, on one of the cable hooks or on one of the cable anchors of the rail vehicle, since large forces can also be transmitted here and lifting of the rail vehicle during the opening process can be safely avoided.
  • such an intervention can also be carried out, for example, on the front side of the car body and/or on the side buffers, if present also on the central buffer, of the rail vehicles, which are particularly easy to access.
  • a design and kinematics of the driver for the engagement position can be based accordingly closely on existing drivers for common trams, which means that the complexity and the costs can be reduced.
  • the drivers can also be designed in the form of traction means. Traction 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 therefore at least able to approach the first and the second driver relative to one another in a translational manner.
  • 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 with a time delay.
  • the movement of the first driver and the movement of the second driver can also take place at different or the same speed, last different or the same length of time and can be adapted to a large number of external conditions or specifications.
  • the trolley itself can also be in an absolute movement. Consequently, the first rail vehicle and the second rail vehicle can also be moved absolutely during the pressing, ie the pressing can also take place while the rail vehicles are being displaced. Likewise, the two rail vehicles can be moved together after being pressed in the pressed state by means of the trolley. All of this can further increase flexibility and a possible range of applications. It is essential that the translation device can approach the first driver and the second driver relative to each other in a translatory manner in order to achieve the pressing action. The translation device can carry out the pressing in different stages, that is to say press in the respective side buffer springs of the rail vehicles, if present the respective central buffer spring of the rail vehicles, to different degrees.
  • the translation device can perform 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, for example, also correspond to a target buffer spring force and vice versa, with the respective buffer spring force also being converted into an on the corresponding Driver applied, caused by the translation device force can be converted and vice versa.
  • the translation device 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 make it possible for external specifications to be met in the best possible way. For example, funds that are present in the conveyor system and can be connected to the trolley, for example conveyor traction means or follower traction means, or cable pulls can be used to bring the drivers into the engaged position or to lead them out of the engaged position.
  • the drivers described can, for example, each be designed mirrored to the longitudinal direction of the tram as corresponding pairs of drivers, so that the engagement can take place without generating a yawing moment, which can increase the stability, since then when pressing on essentially only forces along the longitudinal direction result.
  • the trolley according to the invention can accordingly comprise a first pair of carriers.
  • the trolley according to the invention can accordingly comprise a second pair of carriers.
  • a driver pair can consist of two individual drivers, such as two first drivers or two second drivers.
  • Such a driver pair can comprise two directly connected individual drivers or 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 translation To effect relative position between the drivers.
  • the translation device can only be directly connected to one of the drivers.
  • the second driver can remain unchanged in the engaged position during the pressing; i.e. its position relative to a reference point of the tram frame remains unchanged.
  • the translation device can then change the relative position between the tangs by only changing the position of the first tang. Since the position of the second driver, which can have been brought into engagement with the second rail vehicle, does not have to be changed for pressing, the complexity can be reduced since the number of moving or movable parts or assemblies can be reduced, which also reduces costs and maintenance costs can be reduced.
  • the translation device can also be connected directly, for example, only to the second driver. If, for example, the first rail vehicle was pressed against the second rail vehicle by means of the trolley using the first driver, the subsequent pressing can be done by changing the position of the second driver without the translation device changing the position of the first driver. If, for example, different levels of mechanical requirements occur between pressing in and pressing on, this can also be taken into account in a correspondingly different design and different dimensioning of the drivers. As a result, weight and costs can be further reduced.
  • a single translation device can also be directly connected both to the first driver and to the second driver.
  • the relative movement of the two carriers can be synchronized particularly well, and the risk of tension or entanglement can be reduced, as a result of which safer functioning can be made possible.
  • System monitoring can also be carried out particularly easily here, since only 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 effect the change in relative positions simultaneously or alternately. The latter can, for example, avoid excessive heating and increase the service life.
  • the two translation devices can also be operated as a respective redundancy, so that operation does not have to be stopped even if one of the translation devices fails, which means that possible consequential costs can be minimized. When using more than one translation device, these can always be designed differently and dimensioned differently—both in terms of their design and size and in terms of the maximum possible change in the respective relative position.
  • the first translation device may be electro-mechanical and the second translation device may be hydraulic.
  • the flexibility can be further increased and the possible range of applications can also be further increased.
  • the frame may include a first frame member to which the first driver may be attached and a second frame member to which the second driver may be attached.
  • the translation device can connect the first frame part to the second frame part.
  • the translation device can effect a translational change in the relative position between the first frame part and the second frame part in order to effect the translational change in the relative position between the catches so as to push the two rail vehicles open. Since the translation device here can move the two frame parts—including the two carriers—relative to one another, the translation device can be dimensioned larger than in the case of direct movement of the individual carrier. As a result, on the one hand, the durability of the translation device can be increased, but accessibility can also be improved, which in turn can facilitate maintenance, repair and, in principle, any necessary replacement of components.
  • the two frame parts of which can be connected by means of the translation device can also be directly connected to a first translation device and/or the second driver can be directly connected 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 a translation device has failed, and a corresponding risk of subsequent costs can thus also be reduced.
  • the translation devices can be designed differently and dimensioned differently here, so that rail vehicles of different weights can be pushed open using the appropriately designed and dimensioned translation devices, which can ensure safe operation while minimizing the risk of overloads. It is always the case that when more than one translation device is used, it can be designed differently, dimensioned differently and executed differently: for example, electrically, mechanically, hydraulically or pneumatically, mixed forms are also possible.
  • the translation device can include a linear guide and optionally a guide body that can be guided by means of the linear guide.
  • a linear guide can be, for example, a ball bush guide or a profile rail guide, such as 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 Engagement position of the respective driver can be achieved by a rotational movement in which a rotational axis coincides with a longitudinal axis of the guided linear bushing, whereby a particularly compact and at the same time stable design can be made possible.
  • the translation device can also comprise a traction mechanism and a receptacle.
  • Traction 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 be used, for example, to attach the traction mechanism to the frame, or to the first frame part or to the second frame part.
  • the receptacle can also be used to attach the traction mechanism 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. If the traction device is used with two open ends, one end of the traction device can be driven, for example.
  • the other end of the traction mechanism can be attached to one of the drivers, for example via the receptacle.
  • the force on the drive side and/or the movement on the drive side for changing the relative position can be transmitted particularly easily, stably and flexibly to the driver to which the receptacle is attached. Since this design can have a low level of complexity, maintenance and spare parts costs can also be low.
  • the translation device can also include a deflection device for guiding the traction means and/or for deflecting a direction of action of the traction means, whereby the stability in the guidance of the traction means and the flexibility of the power and/or movement line can be further increased.
  • the principle of the block and tackle can be implemented with the deflection device, as a result of which very high forces can be provided for pressing with an increasing number of deflection devices.
  • the traction device with two open ends, one end of the traction device can be driven, while the traction device itself can be guided over the deflection device attached to the driver.
  • the other end of the traction device 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, as a result of which the force and/or the movement for pressing can be flexibly transmitted via a very simple and very light device and, furthermore, simple maintenance and low spare parts costs can be possible.
  • the principle of a belt transmission can be implemented, for example, by a different dimensioning of the respective diameter of the respective deflection device, whereby the very large force required for the pressing process can be generated from a relatively small 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 flexibly transmitted over a large distance between the first frame part and the second frame part by means of the traction means.
  • the traction device is used with two open ends, for example, one end of the traction device can be located on the first frame part and driven there, while the other end of the traction device can be attached to the second frame part, for example by means of the receptacle.
  • the force and/or the movement to change the relative position between the frame parts and thus to change the relative position between the drivers can be transmitted particularly easily, flexibly and economically over a large distance between the frame parts.
  • 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 block and tackle, whereby the forces available for pressing can be correspondingly increased.
  • an implementation of the principle of the belt transmission via at least two deflection devices with a clamped endless traction mechanism is conceivable in order to be able to increase the force that can be provided on the drive side for pressing and this - if desired - to be able to transmit it over a large distance between the frame parts. This makes it possible to effect the desired change in the relative position between the two frame parts and thus between the two carriers, 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 allows 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.
  • a third, fourth or fifth rail vehicle that is pushed open at the same time be able.
  • six or more rail vehicles can be pushed open at the same time.
  • the range of uses of the trolley can be significantly expanded, and pushing more than two rail vehicles at the same time can significantly increase efficiency.
  • several receptacles and/or deflection devices can be used, several or different traction means can also be used, which can also create redundancy. This can increase security in particular.
  • 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 made available to the driver.
  • the translation device can comprise a lever mechanism, preferably a scissor lever mechanism or a toggle lever mechanism.
  • the lever mechanism can, for example, comprise a lever as well as a joint.
  • the lever mechanism can 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 from 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 can provide the desired guidance itself, but can also be combined particularly favorably with the ball rail system 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 To transfer translation device.
  • the guidance of the rack and pinion drive can also be improved, for example, by teething a rack on both sides, which also makes it possible to avoid any bending moments that may occur.
  • a desired transmission ratio can be set in a simple manner.
  • this can already be adjusted accordingly by a diameter of a toothed wheel or a pinion that can engage with the toothed rack.
  • Many standard parts can also be used here, as a result of which the manufacturing, maintenance and repair costs can be kept low.
  • the translation device can also further comprise a screw drive.
  • the screw drive can, for example, comprise a threaded spindle and a spindle nut.
  • a ball screw drive, a roller screw drive or a planetary screw drive are conceivable here.
  • Precise guidance can be made possible by such a screw drive and the friction, a breakaway torque and the wear can be reduced.
  • the translation device can also include a crank mechanism.
  • a crank drive 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 translatory movement can be generated from a possible rotary drive in a particularly simple manner.
  • a maximum translatory travel path can be reliably defined, which can correspond precisely to the diameter of the crank disk. This also makes it possible to dispense with further, possibly costly, safeguarding measures for the maximum permissible travel path.
  • the crank drive can, for example, also be designed as a coupled gear mechanism, for example as a Watt planetary gear mechanism.
  • a desired transmission ratio can be set particularly easily here 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 may include a spring.
  • the spring may be a torsion spring, such as a leaf spring or a coil spring, or the spring may be a torsion spring, such as a coil spring.
  • the spring can also be a rubber spring or an air spring, for example.
  • the spring can be designed as a compression or tension spring.
  • the spring mechanism can be used in particular to enable the relative position between the drivers to be reset in a simple manner. The energy supplied when the spring is pressed can be stored in the spring and released again by the spring after it has been pressed. Such a delivery of energy can be used in particular to return the driver, which is correspondingly connected to the translation device, to a starting position.
  • the damper mechanism may include a damper.
  • the damper mechanism can be in the form of a friction brake, for example. Possible damage to the trolley or to the translation device can be avoided by the damper mechanism, but also to the drivers and to 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 an oscillation of the translation device or of the driver or frame part that is correspondingly connected to the translation device, which vibration is first caused by the spring mechanism.
  • the translation device may include a locking device.
  • the blocking device can be used in particular to hold an achieved position of the drivers relative to one another.
  • the blocking device enables the relative position that has been reached to be maintained in an energy-efficient manner.
  • the locking device can, for example, be a locking mechanism for a rotary movement and/or for a pushing movement.
  • the locking device can therefore act, for example, on an intervention or force intervention of a possible drive.
  • the blocking 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 locking mechanism) or on two sides, i.e. locking can take place in one or in both directions of movement.
  • a ratchet with a pawl as a ratchet can be used to prevent rearward movement, while forward movement can be approximately unimpeded.
  • a blocking bolt for example, 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.
  • Safety can also be increased by means of the blocking device, since undesired movement in one or both directions of rotation or thrust can be avoided.
  • the relative position of the carriers can thus be held securely, as a result of which the relative position of the rail vehicles can also be held securely.
  • the translation device can comprise a first traction means receptacle for receiving a follow-up traction means.
  • the following traction means can be, in particular, a following rope, a following chain or a following belt.
  • the first traction means receptacle can accommodate the following traction means, such as the following cable.
  • a force and/or a movement can be transmitted from the outside to the translation device in a simple and flexible manner via the following traction means, which can be used both for holding and for moving (including breaking loose and accelerating). It can be, for example, the first traction mechanism of the translation device on one of the drivers or attached to one of the frame members.
  • the first traction device receptacle can accommodate the following traction device, as a result of which the force and/or the movement can be transmitted via the subsequent traction device 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 circulating follower traction device can be used, such as a follower cable that is guided along the track bed. Existing follower traction means on the system side can therefore advantageously be put to additional use, as a result of which the costs can be reduced.
  • the translation device can also advantageously additionally or alternatively comprise a first traction means deflection device for guiding the following traction means.
  • the first traction means deflection device can also deflect a direction of action of the following traction means.
  • a transmission for example according to the principle of the block and tackle, can be implemented in a simple manner.
  • the translation can be used in particular to allow higher forces during the pressing on the driver than could be applied by the following traction means alone.
  • a plurality of first traction mechanism receptacles and/or a plurality of first traction mechanism deflection devices can be used, as a result of which a plurality of following traction mechanisms that are present on the system and possibly different can be used and redundancy can also be made possible.
  • a plurality of first traction mechanism mounts and/or a plurality of first traction mechanism 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 follower traction means arranged perpendicular to one another, for example by a T-shaped arrangement. If a traction device included in the translation device is used, the following traction device on the system side can also be arranged perpendicular to it in order to bring about the desired translation.
  • following traction means different types of existing following traction means can also be combined with one another, as a result of which the freedom of design can be further increased. In the case of translations, for example, the different levels of forces can also be taken into account.
  • the trolley may further include a wheel, which may include a hub and an axle.
  • the wheel can be fixed rigidly to the frame or to one of the frame parts, or the wheel can be fixed to the frame or to one of the frame parts so that it can be retracted/extended or pivoted in/out.
  • the wheel may be adapted to be engaged with a foot of rail, web of rail, and/or head of rail.
  • the trolley can also comprise a plurality of wheels which can each be brought into engagement with the foot of the rail, the web of the rail and/or the head of the rail.
  • the engagement with the foot of the rail or the web of the rail can in particular enable the trolley to be able to pass under a rail vehicle, while the engagement with the rail head can enable driving over a set of points, which in each case can considerably increase the possible uses.
  • 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 gauge of the rail.
  • the rail can be the same rail on which the first and the second rail vehicle can travel or be guided.
  • An additional track can also be provided for the trolley.
  • the additional rail can also be a sub-track.
  • the trolley can also include 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 subtrack or in a pit.
  • the guide element can also be live, whereby 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 means receptacle for receiving a conveyor traction means.
  • the conveying traction means can in particular be a conveying cable, a conveying chain or a conveying belt.
  • the second The traction mechanism can accommodate the conveyor traction mechanism and connect it to the frame or to one of the frame parts.
  • a force and/or a movement can be transmitted from the outside to the frame, or to the first frame part or to the second frame part, in a simple and flexible manner via the conveying traction means, which leads to both holding and moving (including a breaking away and accelerating) of the trolley can be used.
  • an endlessly circulating conveying traction means for example the conveying cable, which can be guided along the track bed, can be used.
  • one end of a conventional system-side cable can form the hoist cable, while the other end of the cable can form the follower cable.
  • the conveyor traction means for example the conveyor rope, can also be used to hold the conveyor carriage in addition to moving it.
  • the frame, or the first frame part and/or the second frame part can advantageously include a second traction means deflection device for guiding the conveyor traction means and/or for deflecting a direction of action of the conveyor traction means.
  • the principle of the block and tackle can be implemented by the second traction mechanism deflection device, as a result of which very high forces can be applied to move or hold the trolley.
  • a plurality of second traction mechanism receptacles and/or a plurality of second traction mechanism deflection devices can also be provided for a plurality of conveyor traction mechanisms present on the system.
  • different types of conveying traction means that are present on the system can be combined with one another.
  • the frame includes the first frame part and the second frame part
  • the first frame part and/or the second frame part can include one or more second traction mechanism mounts.
  • 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 following traction means, can move the other frame part in each case relative to the frame part being held 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 pressing direction, and/or at least one of the drivers can have an inner driver arm for a respective forward direction, wherein the respective forward direction can be opposite to the respective pressing direction.
  • the outer driver arm can in a safe manner already enable the engagement of the first driver with the first rail vehicle for pushing. Accordingly, the respective outer cam arm can securely enable engagement of the respective cam with the respective push-on rail vehicle. If at least one of the drivers includes an inner driver arm, the inner driver arm, which can exert a force or a movement in a respective forward direction opposite to the respective push-on direction, can be used to brake or hold the corresponding rail vehicle, but also to to effect the relative movement opposite 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 pressing on or to push off a rail vehicle that has been uncoupled. As a result, safety can also be increased and the range of uses of the tram can be expanded.
  • the first and/or the second driver can comprise a rolling element.
  • the rolling element can be, for example, a ball, roller, barrel, cone, wheel or other rotating body.
  • the rolling body may include 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 drum or on a steel roll.
  • the outer shape of the rolling element can, for example, correspond to 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 way.
  • the rolling element can significantly reduce friction between the first driver or the second driver and the corresponding rail vehicle.
  • the rolling element can facilitate a rotational movement of the carriage wheel or the carriage wheel axle relative to the driver that is in engagement.
  • the reduced friction can also result in reduced wear, which can increase service life and reduce maintenance and repair costs.
  • the rolling element can also reduce the friction between the driver and the trolley, for example the frame and/or the translation device. In turn, the wear can be reduced, which can increase the service life and the maintenance costs and repair costs can be reduced.
  • the first driver and/or the second driver can also include a plurality of rolling bodies. 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, which can further increase the service life and further reduce the costs.
  • the trolley can also include a drive.
  • the drive can be an internal combustion engine that can convert chemical energy into mechanical work.
  • the drive can also be an electric motor, for example, which 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 different drive technologies.
  • the trolley can also advantageously carry fuel required for operation in a tank. Such a fuel can regularly be characterized 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 can be achieved from an external infrastructure.
  • the necessary electricity can either be stored in the tram, for example by means of a battery, and/or be supplied from outside—for example from a power rail on the system side and/or a power line on the system side.
  • Mixed forms are also conceivable here, for example in the form of a backup battery that can be charged by means of a contact via the system busbar or the system power line.
  • the backup battery can deliver the electrical power when the tram cannot or should not be supplied with electrical power from the 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 can be designed differently and dimensioned differently depending on the performance requirement.
  • the drive that can bring the first driver or the second driver into the engaged position can be dimensioned 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 circumstances of the respective conveyor system can be achieved, whereby the possible range of uses of the trolley can be increased.
  • the trolley can also include a sensor that can determine a position of the trolley relative to the first rail vehicle and/or to the second rail vehicle.
  • the trolley can use the sensor to detect, for example, when the first driver and/or when the second driver can advantageously be brought into the respective engagement position.
  • the pressing down, the clearing or the movement and/or the pressing on can thereby achieve a high degree of automation and proceed reliably and quickly.
  • the sensor can be, for example, an optical, a be a mechanical or a magnetic sensor.
  • the sensor can detect the start or end of a rail vehicle or detect whether a wagon wheel or wheel set of the rail vehicle is or has been passed.
  • the optical and the magnetic sensor can also be used simultaneously. The optical sensor readings can be corrected by the magnetic sensor readings and vice versa.
  • the trolley can, for example, detect the end of the first rail vehicle by means of the sensor or sensors when driving underneath. The trolley can then, for example by reversing, pass a wheel set of the first rail vehicle in order to stop and bring the first driver into the engaged position. The first rail vehicle can then be pushed down. The trolley can, for example, recognize the beginning of the second rail vehicle by means of the sensor and, after passing its desired wheel set, stop accordingly in order to bring the second driver into the engagement position with the second rail vehicle. The trolley can then continue or complete the pressing operation. 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 drivers closer together and thus also bring the two rail vehicles closer together.
  • the pressing can be carried out up to the target relative position or--as already described--corresponding to the target buffer spring force, in order to be completed therewith.
  • Figures 1A and 1B show an example of a side view and top view of a trolley 1 for pushing and/or pushing on rail vehicles, which comprises a frame 2 and a first carrier 4.
  • the first carrier 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 comprises a second carrier 5 which is connected to the frame 2 at a distance from the first carrier 4 in a longitudinal direction 6 of the tram.
  • the second driver 5 can be in an engaged 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 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 translatory 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 driver 4 and at the same time is in engagement with the second rail vehicle 50 by means of the second driver 5, it can compensate for the translational change in the relative position between the first driver 4 and the second carrier 5 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 cause 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 be used for pressing it open and thus, for example, to facilitate the subsequent coupling of the first rail vehicle 40 to the second rail vehicle 50 .
  • the trolley 1 according to the invention can support the decoupling of coupled rail vehicles by pressing 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, if present, the respective central buffer, are to be somewhat tightened. In addition to coupling or decoupling, this can also include checking the functionality of the buffer springs, for example.
  • the trolley 1 according to the invention is therefore not tied to the shunting system in terms of its range of uses, but can also be used, for example, in a maintenance or assembly hall or on the open route.
  • the trolley 1 can also have been used for pushing, since the first driver 4 moves independently of the second driver 5 into the engagement position with the first rail vehicle 40 can be brought.
  • the two rail vehicles can be moved together after being pressed in the pressed state. A joint displacement can also take place before or during the pressing on.
  • the pressing can be implemented economically, in a robust manner and with low complexity and thus low susceptibility to faults.
  • the complexity can also be kept low in that the engagement of the second driver 5 with the second rail vehicle 50 can be configured 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 almost 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 driver can engage with the rail vehicle on an already existing component of the rail vehicle, so that the forces required for pressing can be safely transmitted, which means that flexibility can be increased.
  • Such an intervention can, for example, take place 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 be carried out, 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 slipping of the driver under the wagon wheel of the rail vehicle can be avoided.
  • such an intervention can also be carried out, for example, on one of the towing hooks, on one of the cable hooks or on one of the cable anchors of the rail vehicle, since large forces can also be transmitted here and lifting of the rail vehicle during the opening process can be safely avoided.
  • such an intervention can also be carried out, for example, on the front side of the car body and/or on the side buffers, if present also on the central buffers, of the rail vehicles, which are particularly easy to access. In this case, the trolley 1 can cause the corresponding side buffers to be pushed in; if available also the corresponding middle buffer.
  • a design and kinematics of the driver for the engagement position can be based accordingly closely on existing drivers for common trams, which can reduce complexity and costs.
  • the rope hook or the rope anchor for example Driver but also be executed in the form of traction means.
  • Traction 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 making the corresponding translational change in the relative position between the first driver 4 in engagement with the first rail vehicle 40 and the second driver 5 in engagement with the second along the longitudinal direction 6 To effect rail vehicle 50.
  • the translation device 100 is thus at least able to approach the first driver 4 and the second driver 5 in a translatory manner 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 with a time delay.
  • the movement of the first driver 4 and the movement of the second driver 5 can also take place at different or the same speed, last for different or the same length of time and can be adapted to a large number of external conditions or specifications.
  • the trolley 1 itself can also be in absolute motion. Consequently, the first rail vehicle 40 and the second rail vehicle 50 can also be moved absolutely during the pressing, ie the pressing can also take place while the rail vehicles are being displaced. Likewise, the two rail vehicles 40 and 50 can be moved together after being pressed open in the open state. All this further increases flexibility and the possible range of applications.
  • the translation device 100 can approach the first driver 4 and the second driver 5 in a translational manner relative to one another in order to achieve the pressing action.
  • the translation device 100 can carry out the pressing in different stages, that is to say press the respective side buffer springs or the respective central buffer spring of the rail vehicles to different degrees.
  • the translation device 100 can perform the pressing continuously or in stages up to a desired target relative position of the two rail vehicles to each other.
  • a target buffer spring force can also correspond to the target relative position and vice versa, in which case 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 embodied, 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 make it possible for external specifications to be met in the best possible way.
  • funds 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 follower traction means, or cables can be used to bring the drivers into the engaged position or to lead them out of the engaged position.
  • the carriers 4 and 5 described can each be designed as corresponding pairs of carriers mirrored to the longitudinal direction 6 of the tram 1, so that the engagement can take place without generating a yawing moment, whereby the stability of the tram 1 and the rail vehicles can be increased, since then when pressing on in Essentially only forces along the longitudinal direction 6 result, as exemplified in FIGS Figures 3 B and 5 B shown.
  • the trolley 1 according to the invention can accordingly comprise a first pair of carriers.
  • the trolley 1 according to the invention can accordingly comprise a second pair of carriers.
  • a driver pair can consist of two individual drivers, such as two first drivers 4 or two second drivers 5; see the second pair of drivers in the example Figure 2B .
  • 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 second pair of drivers in the example Figure 4B .
  • a driver pair can be designed as a separate assembly; see for example the driver pairs in the Figure 3B . Accordingly, the terms 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 shown by way of example in FIGS Figures 1A, 1B and 2A, 2B shown.
  • the translation device 100 can be directly connected to only one of the drivers, for example.
  • the translation device can only be directly connected to the second driver 5 . If, for example, the first rail vehicle 40 was pressed down against the second rail vehicle 50 by means of the tram 1 using the first driver 4, the subsequent pressing can be done by changing the position of the second driver 5 using the translation device 100, without the translation device 100 having to move the Position of the first driver 4 changes.
  • the translation device 100 as exemplified in FIGS Figures 2A and 2B shown, be directly connected only to the first driver 4. Then the second driver 5 can remain unchanged in the engaged position during the pressing; ie 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 changing the position of the first driver 4 only.
  • 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 FIGS Figures 4A and 4B 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 relative positions simultaneously or alternately. The latter can, for example, avoid excessive heating and increase the service life.
  • 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 directly causes the change in the relative position.
  • the first driver designed here as a first pair of drivers
  • the first driver can also be directly connected to, for example, two first translation devices 100a. Therefore, even if one of the translation devices fails, operation can be maintained, which means that possible consequential costs can be minimized.
  • these can always be designed differently and dimensioned differently—both in terms of their design and size and in terms of the maximum possible change in the respective relative position.
  • these can always have different dimensions and be different be designed: for example electrically, mechanically, hydraulically or pneumatically; Mixed forms are also possible.
  • the first translation device may be electro-mechanical and the second translation device may be hydraulic. As a result, flexibility can be further increased and the possible range of applications can also be broadened.
  • 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 effect the translational change in the relative position between the catches 4 and 5 in order to open the two rail vehicles 40 and 50 in this way.
  • the translation device 100 moves the two frame parts 2a and 2b—together with the two carriers 4 and 5—relative to one another, the translation device 100 can be dimensioned larger than in the case of direct movement of the individual carrier.
  • 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 yawing moment can be avoided during the pressing process - for example when the corresponding driver pairs engage with two wheels of the first and second rail vehicle 40 and 50 - due to the design, whereby the Pressing precision can be increased and possible wear can be reduced.
  • the single centrally located translation device 100 can operate yaw moment free. Consequently, a synchronization between the multiple carriers, or between the corresponding two Driver pairs, which attack, for example, on the corresponding four wagon wheels of the rail vehicles, take place almost automatically. This increases the stability of the entire pressing process.
  • the first driver 4 is also advantageously connected to a first translation device 100a (as shown by way of example in FIGS Figures 6A and 6B shown) and/or the second driver 5 with a second translation device 100b (as exemplified in FIGS Figures 7A and 7B shown) directly connected.
  • a first translation device 100a as shown by way of example in FIGS Figures 6A and 6B shown
  • the second driver 5 with a second translation device 100b (as exemplified in FIGS Figures 7A and 7B shown) directly connected.
  • flexibility can be increased because it can be controlled by means of which of the existing translation devices 100, 100a and 100b the relative position between the drivers 4 and 5 is changed.
  • the redundancy between the existing translation devices 100, 100a and 100b can also be established or increased, as a result of which reliable operation can be maintained even after the failure of one of the translation devices 100, 100a or 100b and thus a corresponding risk of subsequent costs can also be reduced.
  • the translation devices 100, 100a or 100b can be designed differently and dimensioned differently here, so that rail vehicles of different weights can be pressed on using the appropriately designed and dimensioned translation devices 100, 100a or 100b, which ensures safe operation while minimizing the risk of overloads.
  • the translation device 100 advantageously includes 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 bush guide or a profile rail guide, such as 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 a rotational axis 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 carrier can be protected against undesired twisting by means of the profile rail guide, as a result of which safety can be increased during pressing and any impending damage can be avoided.
  • the translation device 100 advantageously also includes a traction mechanism 26 and a receptacle 28, as shown by way of example in FIGS Figures 6A and 6B shown.
  • Traction 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 attach 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 be used to attach the traction mechanism 26 to the first driver 4 or to the second driver 5 .
  • at least one receptacle 28 of the translation device 100 is particularly advantageously provided on the first driver 4 and on the second driver 5 .
  • the translation device 100 advantageously also comprises a deflection device 27 for guiding the traction means 26 and/or for deflecting a direction of action of the traction means 26, thereby increasing the stability when guiding the traction means 26 and increasing the flexibility of the power and/or movement line is increased.
  • the principle of the block and tackle is made possible with the deflection device 27, with an increasing number of Deflection devices 27 increasingly large forces can be provided for pressing.
  • the traction means 26 with two open ends, one end of the traction means 26 is driven, while the traction means 26 itself is guided over the deflection device 27 provided on the driver 4 or 5 .
  • the other end of the traction mechanism 26 is particularly advantageously attached 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 device 26 such as an endless chain
  • it can be guided over several deflection devices 27, whereby the force and/or the movement for pressing can be flexibly transmitted via a very simple and very light device and also a simple one Maintenance and low spare parts costs are made possible.
  • the principle of the belt transmission can be implemented by a different dimensioning of the respective diameter of the respective deflection device 27, whereby the very large force necessary for the pressing process can be generated from a relatively small force that can be provided on the drive side; see example the Figure 8B .
  • 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 example the Figure 6B .
  • 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 by means of the traction means 26 .
  • the traction means 26 is used with two open ends, for example, 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 can be attached to the second frame part 2b, for example by means of the receptacle 28 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 block and tackle, which increases the forces available for pressing be enlarged accordingly. This enables the desired change in the relative position between the two frame parts 2a and 2b and thus between the two carriers 4 and 5 to be effected, even if the distances between the first frame part 2a and the second frame part 2b are very different.
  • the desired change in the relative position can also be correspondingly large; the pressing operation can take place over a long distance.
  • the length of the tram 1 itself thus no longer significantly determines the maximum possible distance for the pressing.
  • This also allows several rail vehicles to be pushed open over a distance that is significantly greater than the total overall length of the two frame parts 2a or 2b.
  • 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 open at the same time.
  • the range of uses of the tram 1 can be significantly expanded, and the simultaneous pressing of more than two rail vehicles increases efficiency significantly.
  • the weight of this trolley 1 can also be significantly reduced compared to a very long one-piece trolley.
  • a number of receptacles 28 and/or deflection devices 27 are used in a particularly advantageous manner, a number of or different traction means 26 are also used particularly advantageously, as a result of which redundancy is created. This increases in particular the reliability.
  • 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 made available to the driver.
  • the translation device 100 advantageously comprises a lever mechanism 9, preferably a scissors lever mechanism or a toggle lever mechanism.
  • the exemplary in the Figures 3A and 3B Lever mechanism 9 shown advantageously comprises a lever 9a and a joint 9b.
  • the lever mechanism 9 can be 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 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 perpendicularly to the longitudinal direction 6 on the toggle lever mechanism 9 .
  • the translation device 100 advantageously also includes a rack and pinion drive 10, as exemplified in FIGS Figures 4A and 4B shown.
  • a rack and pinion drive 10 can itself provide the desired guidance, but can also be combined particularly favorably with the ball rail guidance of the linear guide 7 already described.
  • the rack and pinion drive 10 makes it possible, for example, to convert a rotational movement that can be provided on the drive side into the desired translational movement of the translation device 100 .
  • the guidance of the rack and pinion drive 10 can be improved in particular by teething a rack 10a on both sides, as a result of which 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 set accordingly by a diameter of a toothed wheel or a pinion 10b, which is in engagement with the toothed rack 10a.
  • a diameter of a toothed wheel or a pinion 10b which is in engagement with the toothed rack 10a.
  • Many standard parts can also be used here, which means that the manufacturing, maintenance and repair costs can be kept low.
  • the rack 10a and pinion 10b have helical or herringbone teeth, they are characterized by more even power transmission, the ability to transmit greater torques and smoother running and less noise with high positioning and repeat accuracy compared to straight teeth.
  • the translation device 100 can also advantageously further comprise a screw drive 11, as shown by way of example in FIGS Figures 4A and 4B 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 or a Planetary screw drive for low-noise operation and high travel speeds with a high load rating.
  • a rotary movement that can be provided on the drive side can also generally be converted into the desired translatory movement of the translation device 100 .
  • Such a screw drive 11 enables precise guidance of the translatory movement, and friction, a breakaway torque and wear can be reduced.
  • the axis of rotation of the driver can correspond to the longitudinal axis of the threaded spindle 11a when swiveling in and out, as a result of which a compact design is made possible.
  • the translation device 100 advantageously also includes a crank drive 12, as shown by way of example in FIGS Figures 6A and 6B shown.
  • a crank drive 12 also makes it possible to convert a rotational movement that can be provided on the drive side into the desired translational movement of the translation device 100 .
  • the crank drive advantageously includes a connecting rod 12a and a crank disk 12b, the desired translatory movement can be generated from a rotary drive movement in a particularly simple and robust manner.
  • a maximum translatory travel path can be reliably defined by means of a diameter of the crank disk 12b, which corresponds, for example, to the diameter of the crank disk 12b. This also makes it possible to dispense with further, possibly costly, safeguarding measures for the maximum permissible travel of the translation device 100 .
  • the crank drive 12 can also be designed, for example, as a coupled gear mechanism, for example as a Watt planetary gear mechanism.
  • a desired transmission ratio can be set particularly easily here by means of the gear wheel diameters involved.
  • the translation device 100 advantageously comprises a spring mechanism 13 and/or a damper mechanism 14, as exemplified in FIGS Figures 7A and 7B shown.
  • the spring mechanism 13 advantageously comprises a spring.
  • the spring may be a torsion spring, such as a leaf spring or a coil spring, or the spring may be a torsion spring, such as a coil 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 or tension spring.
  • the spring mechanism 13 can be used in particular 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 can be stored in the spring and released again by the spring after it has been pressed.
  • the damper mechanism 14 advantageously includes a damper.
  • the damper mechanism 14 can be embodied in the form of a friction brake, for example.
  • 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 include a combined spring-damper mechanism that the respective properties of the spring mechanism 13 and the damper mechanism 14 connects.
  • 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 safety.
  • Common spring damper mechanisms are available as standard in a large number of designs and can therefore be purchased at relatively low cost, which means that the costs for the trolley 1 according to the invention in terms of provision, maintenance and operation can be reduced accordingly.
  • the translation device 100 advantageously comprises a locking device 15, as exemplified in FIGS Figures 8A and 8B shown.
  • the locking device 15 is used to hold an achieved relative position of the driver 4 and 5 to each other 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 maintained in an energy-efficient manner.
  • the locking device 15 can, for example, be a locking mechanism for a rotary movement and/or for a pushing movement.
  • the locking device 15 can therefore also act on an intervention or force intervention of a possible drive.
  • the blocking device 15 can 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 locking mechanism) or on two sides, ie locking can take place in one or in both directions of movement.
  • a ratchet with a pawl as a ratchet can be used to prevent rearward movement, while forward movement can be approximately unimpeded.
  • a locking pin, which can be brought from a locking position to an unlocking position - and vice versa - can also be a functionally essential component, for example part of the translation device 100 itself or, for example, the driver 4 or 5 correspondingly connected to the translation device 100, in terms of its possibility of movement restrict or release.
  • Safety can also be increased by means of the blocking 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 held securely.
  • the translation device 100 advantageously also includes a first traction means receptacle 21 for receiving a follower traction means 20, as exemplified in FIGS Figures 7A, 7B and 8A, 8B shown.
  • the following traction means 20 can be, in particular, a following rope, a following chain or a following belt.
  • the first traction mechanism 21 accommodates the following traction mechanism 20, such as the follower cable. As a result, a force and/or a movement can be transmitted from the outside to the translation device 100 in a simple and flexible manner via the follower traction means 20, which can be used both for holding and for moving (including breaking away and accelerating).
  • the first Wergescheau 21 of the translation device 100 may be attached to one of the drivers, on the frame 2 or on one of the frame parts.
  • the first traction means receptacle 21 can accommodate the following traction means 20, as a result of which the force and/or the movement can be correspondingly transmitted via the following traction means 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 circulating follower traction device 20 present on the system can be used, for example a follower cable that is guided along the track bed.
  • Existing plant-side funds can therefore advantageously be put to additional use, which reduces costs.
  • the translation device 100 also advantageously additionally or alternatively comprises a first traction means deflection device 22 for guiding the following traction means 20.
  • the first traction means deflection 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 block and tackle, can be implemented in a simple manner.
  • the translation can be used in particular to enable higher forces during the pressing on the driver than could be applied directly by the following traction means 20 .
  • a plurality of first traction mechanism receptacles 21 and/or a plurality of first traction mechanism deflection devices 22 can be used, which can accommodate or guide the plurality of following traction mechanisms 20 that may be present on the system 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 following traction device 20 on the system side can also be arranged perpendicularly to it in order to bring about the desired translation; for example, by their T-shaped arrangement, in which the traction means 26 arranged on the cross bar, i.e.
  • the trolley 1 according to the invention also allows different types of following traction means 20 present on the system to be combined with one another, as a result of which the freedom of design can be further increased. It can also be used, for example, in In the case of translations, the different levels of power must be taken into account. As a result, security can be increased and costs can be reduced.
  • the trolley 1 advantageously further comprises a wheel 23 comprising a hub and an axle; see for example the Figures 7A and 7B .
  • the wheel 23 can be fixed rigidly to the frame 2 or to one of the frame parts 2a or 2b, or the wheel 23 can be fixed to the frame 2 or to one of the frame parts 2a or 2b so that it can be retracted/extended or pivoted in/out.
  • the wheel 23 is advantageously adapted to be brought into engagement with the foot of the rail, with the web of the rail 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 foot of the rail, the web of the rail and/or the head of the rail.
  • the engagement with the rail foot and/or the web of the rail allows in particular that the trolley 1 can pass under a rail vehicle, while the engagement with the rail head enables driving over a switch, which considerably increases the possible uses.
  • the wheel 23 can guide the trolley 1 along a rail. By moving the wheel 23 in/out or in/out, the tram 1 can be adapted to a different track width. With little effort, the tram 1 can be used for rails of different gauges.
  • the rail can be the same rail on which the first and the second rail vehicle 40 and 50 travel or are guided.
  • An additional rail can also be provided for the tram 1 .
  • the additional rail can also be a sub-track.
  • the appropriately constructed wheel 23 can also support the trolley 1 on any desired surface, so that in principle no additional rails are required.
  • the trolley 1 advantageously also comprises a guide receptacle 24 for directly guiding the trolley along a guide element 25; see for example the Figures 8A and 8B .
  • That Guide element 25 can run in or below the track bed, for example in a subtrack or in a pit.
  • the guide element 25 can also be live, as a result of which the trolley can also be supplied with electrical energy.
  • the frame 2, or the frame parts 2a and/or 2b comprise a second traction means receptacle 31 for receiving a conveying traction means 30, as shown by way of example in FIGS Figures 1A and 1B 5A and 5B, respectively.
  • the conveying traction means 30 can in particular be a conveying cable, a conveying chain or a conveying belt.
  • the second traction means receptacle 31 serves in particular to connect the conveyor traction means 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 conveying traction means 30, which is used both for holding and for moving (including breaking loose and accelerating) of the tram 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 circulating hoisting traction means 30, for example the hoisting cable, which is guided along the track bed can be used.
  • one end of a conventional facility-side conveyor can form the hoist rope, while the other end of the cable pull can form the follower rope.
  • the hoisting traction means 30, for example the hoisting rope, can also be used to hold the trolley, for example during the pushing process, in addition to moving it.
  • the frame 2 or comprises the first frame part 2a and/or comprises the second frame part 2b, advantageously a second traction means deflection device 32 for guiding the conveyor traction means 30, as exemplified in FIGS Figures 2A and 2B 5A and 5B, respectively.
  • the second Switzerlandstoffumlenkvoriques 32 to Guidance of the conveying traction means 30 can additionally or alternatively also cause a direction of action of the conveying traction means 30 to be deflected.
  • the principle of the block and tackle is made possible by the second traction means deflection device 32, as a result of which the large forces for moving or for holding the entire trolley 1 can be applied.
  • the plurality of second traction mechanism receptacles 31 and/or the plurality of second traction mechanism deflection devices 32 can also be connected to one or more conveyor traction mechanisms 30 .
  • different types of conveying traction means 30 on the plant side can be accommodated, guided and/or deflected.
  • the first frame part 2a can comprise one or more second traction means receptacles 31 and/or the second frame part 2b can comprise one or more second traction means 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 can each have a traction means receptacle 31 and/or a traction means deflection device 32 for one or more conveyor traction means 30, so that the forces required for pressing open are made available by means of the conveyor traction means 30 can be used 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 other frame part 2b or 2a relative to the frame part 2a or 2b being held and thus moves the drivers 4 and 5 relative to one another ; see example the Figure 7B . In this way, the facilities available on the plant side can once again be used to advantage.
  • the first driver 4 and the second driver 5 each comprise an outer driver arm 16 for a respective push-on direction, and/or at least one of the drivers 4 or 5 advantageously comprises an inner driver arm 17 for a respective forward direction, with the respective forward direction being opposite to the respective push-on direction; see example the Figure 7B .
  • the outer driver arm 16 can already enable the engagement of the first driver 4 with the first rail vehicle 40 in a safe manner for pushing. Accordingly, the respective outer cam arm 16 securely enables engagement of the respective cam 4 and 5 with the respective rail vehicle 40 and 50 when pushed open.
  • the inner driver arm 17 which can exert a force or a movement in a respective forward direction opposite to the respective pressing 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 pressing on or to push off a rail vehicle that has been uncoupled. As a result, safety can also be increased, and the range of uses of the trolley 1 can be expanded.
  • the first driver 4 and / or the second driver 5 include a rolling element 18, as exemplified in FIGS Figures 7A and 7B shown.
  • the rolling element 18 can be, for example, a ball, roller, barrel, cone, wheel or other rotating body.
  • the rolling element 18 may include 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 drum or on a steel roll.
  • the external shape of the Rolling element 18 of the outer shape of the wagon wheel or the wagon wheel axle of the rail vehicle 40 or 50 ie a running surface of the wagon wheel or an outer surface of the wagon wheel axle, are adapted to be complementary.
  • the rolling body 18 can significantly 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 rotational movement of the carriage wheel or the carriage wheel axle relative to the driver which is in engagement.
  • the reduced friction also results in reduced wear, which increases the service life of both the trolley 1 and the rail vehicles 40 and 50, and the corresponding maintenance costs and repair costs can be reduced.
  • the rolling element 18 can 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, the wear can be reduced, which increases the service life of all components that are in contact and 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 advantageously each also comprise a plurality of rolling elements 18. These multiple rolling elements 18 can then both reduce the friction between the driver 4 or 5 and the trolley 1 and between the driver 4 or 5 and the respective reduce engaged wagon wheel or the respective wagon wheel axle, whereby the service life is further increased and the costs can be further reduced.
  • the trolley 1 advantageously also includes a drive 19, as exemplified in FIG Figure 8B 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 hybrid drive that combines different technologies for the drive.
  • the trolley 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, can in particular make the trolley 1 independent of an external infrastructure.
  • the necessary electricity can either be stored in the tram, for example by means of a battery, and/or be supplied from outside—for example from a power rail on the system side and/or a power line on the system side.
  • Mixed forms are also conceivable here, for example in the form of a backup battery that can be charged by means of a contact via the power rail on the system side and/or the power line on the system side.
  • 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, respectively. It is also possible for several drives 19 to be provided which, depending on the performance requirement, can be configured differently, dimensioned differently and executed differently. For example, the drive 19 that brings the first driver 4 or the second driver 5 into the engaged position can be dimensioned significantly smaller than the drive 19 that moves the entire trolley 1 . In particular, 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 circumstances 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 also includes a sensor 3, which detects a position of the trolley 1 relative to the first rail vehicle 40 and/or or to the second rail vehicle 50 can determine; see example the Figures 1A and 1B .
  • the trolley 1 can use the sensor 3 to detect when the first driver 4 and/or when the second driver 5 should advantageously be brought into the respective engagement position.
  • the pressing down, the clearing or the movement and/or the pressing on can thereby achieve a high degree of automation and proceed reliably and quickly.
  • the sensor 3 can be an optical, a mechanical or a magnetic sensor, for example.
  • the sensor 3 can, for example, detect the beginning or end of a rail vehicle or detect whether a wagon wheel or wheel set of the rail vehicle is or has been passed.
  • the optical and the magnetic sensor can also be used simultaneously.
  • the optical sensor readings can be corrected by the magnetic sensor readings and vice versa.
  • the trolley 1 For pushing down, for clearing or for moving rail vehicles, the trolley 1 can detect the end of the first rail vehicle 40 by means of the sensor(s) 3 when driving under it. The trolley 1 can then pass through a wheel set of the first rail vehicle 40 by driving back, in order to then stop and bring the first driver 4 into the engaged position. Then the first rail vehicle 40 can be pressed. The trolley 1 can detect the beginning of the second rail vehicle 50 by means of the sensor 3 and stop accordingly after passing a desired wheel set of the second rail vehicle 50 in order to bring the second driver 5 into the engagement position with the second rail vehicle 50 . The trolley 1 can then continue to press on or complete it. The automation can thus be increased further by means of the sensor 3, which leads to savings in time and money.
  • 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 complete.

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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)

Claims (21)

  1. Chariot de convoyage pour refouler et/ou appuyer des véhicules ferroviaires, comprenant un châssis (2), un premier entraîneur (4) qui est relié au châssis (2) et peut être amené dans une position d'engagement avec un premier véhicule ferroviaire (40), un deuxième entraîneur (5) qui est relié au châssis (2) à distance du premier entraîneur (4) dans une direction longitudinale (6) du chariot de convoyage (1) et qui peut être amené dans une position d'engagement avec un deuxième véhicule ferroviaire (50), qui peut être amené en contact avec le premier véhicule ferroviaire (40) au moyen du chariot de convoyage (1) et, en outre, un dispositif de translation (100, 100a, 100b), la direction longitudinale (6) du chariot de convoyage (1) correspondant à une direction de travail préférée du chariot de convoyage (1) et le dispositif de translation (100, 100a, 100b) provoquant, sensiblement le long de la direction longitudinale (6), une modification en translation d'une position relative entre le premier entraîneur (4) et le deuxième entraîneur (5).
  2. Chariot de convoyage selon la revendication 1,
    dans lequel le dispositif de translation (100) est relié directement à au moins un entraîneur (4, 5), afin de provoquer la modification en translation de la position relative entre les entraîneurs (4, 5).
  3. Chariot de convoyage selon la revendication 1 ou 2,
    dans lequel le premier entraîneur (4) est relié directement à un premier dispositif de translation (100a) et le deuxième entraîneur (5) est relié directement à un deuxième dispositif de translation (100b).
  4. Chariot de convoyage selon la revendication 1,
    dans lequel le châssis (2) comprend une première partie de châssis (2a) sur laquelle est monté le premier entraîneur (4) et une deuxième partie de châssis (2b) sur laquelle est monté le deuxième entraîneur (5), et
    le dispositif de translation (100) relie la première partie de châssis (2a) à la deuxième partie de châssis (2b) et ainsi le dispositif de translation (100) provoque une modification en translation d'une position relative entre la première partie de châssis (2a) et la deuxième partie de châssis (2b), afin de provoquer la modification en translation de la position relative entre les entraîneurs (4, 5).
  5. Chariot de convoyage selon la revendication 4,
    dans lequel en outre le premier entraîneur (4) est relié directement à un premier dispositif de translation (100a) et/ou le deuxième entraîneur (5) est relié directement à un deuxième dispositif de translation (100b).
  6. Chariot de convoyage selon l'une au moins des revendications précédentes,
    dans lequel le dispositif de translation (100, 100a, 100b) comprend en outre un guide linéaire (7) et, en option, un corps de guidage (8) qui est guidé au moyen du guide linéaire (7).
  7. Chariot de convoyage selon l'une au moins des revendications précédentes,
    dans lequel le dispositif de translation (100, 100a, 100b) comprend en outre un moyen de traction (26) et un logement (28) et/ou un dispositif de renvoi (27).
  8. Chariot de convoyage selon l'une au moins des revendications précédentes,
    dans lequel le dispositif de translation (100, 100a, 100b) comprend en outre un mécanisme à levier (9).
  9. Chariot de convoyage selon l'une au moins des revendications précédentes,
    dans lequel le dispositif de translation (100, 100a, 100b) comprend en outre un mécanisme d'entraînement à crémaillère (10).
  10. Chariot de convoyage selon l'une au moins des revendications précédentes,
    dans lequel le dispositif de translation (100, 100a, 100b) comprend en outre un mécanisme à vis (11).
  11. Chariot de convoyage selon l'une au moins des revendications précédentes,
    dans lequel le dispositif de translation (100, 100a, 100b) comprend en outre un mécanisme à manivelle (12).
  12. Chariot de convoyage selon l'une au moins des revendications précédentes,
    dans lequel le dispositif de translation (100, 100a, 100b) comprend en outre un mécanisme à ressort (13) et/ou un mécanisme amortisseur (14).
  13. Chariot de convoyage selon l'une au moins des revendications précédentes,
    dans lequel le dispositif de translation (100, 100a, 100b) comprend en outre un dispositif de blocage (15).
  14. Chariot de convoyage selon l'une au moins des revendications précédentes,
    dans lequel le dispositif de translation (100, 100a, 100b) comprend en outre un premier logement de moyen de traction (21) destiné à recevoir un moyen de traction suivant (20), et/ou un premier dispositif de déviation de moyen de traction (22) destiné à guider le moyen de traction suivant (20).
  15. Chariot de convoyage selon l'une au moins des revendications précédentes,
    comprenant en outre une roue (23) qui est fixée de manière rigide au châssis (2, 2a, 2b) ou qui est fixée au châssis (2, 2a, 2b) de manière à pouvoir être rétractée/déployée ou entrée/sortie par pivotement, et/ou comprenant en outre un logement de guidage (24) pour un guidage direct du chariot de convoyage (1) le long d'un élément de guidage (25).
  16. Chariot de convoyage selon l'une au moins des revendications précédentes,
    dans lequel le châssis (2, 2a, 2b) comprend un deuxième logement de moyen de traction (31) destiné à recevoir un moyen de traction de convoyage (30), et/ou un deuxième dispositif de déviation de moyen de traction (32) destiné à guider le moyen de traction de convoyage (30).
  17. Chariot de convoyage selon l'une au moins des revendications précédentes,
    dans lequel les entraîneurs (4, 5) comprennent chacun un bras entraîneur extérieur (16) pour une direction d'appui respective, et/ou
    au moins l'un des entraîneurs (4, 5) comprend un bras entraîneur intérieur (17) pour une direction de repoussement respective, la direction de repoussement respective étant opposée à la direction d'appui respective.
  18. Chariot de convoyage selon l'une au moins des revendications précédentes,
    dans lequel l'entraîneur (4, 5) comprend un corps de roulement (18).
  19. Chariot de convoyage selon l'une au moins des revendications précédentes,
    le chariot de convoyage (1) comprenant en outre un entraînement (19).
  20. Chariot de convoyage selon l'une au moins des revendications précédentes,
    le chariot de convoyage (1) comprenant en outre un capteur (3) apte à déterminer une position relative du chariot de convoyage (1) par rapport au premier véhicule ferroviaire (40) et/ou au deuxième véhicule ferroviaire (50).
  21. Procédé pour appuyer des véhicules ferroviaires en utilisant un chariot de convoyage (1) selon l'une au moins des revendications précédentes,
    dans lequel, après une première mise en contact du premier entraîneur (4) en position d'engagement avec le premier véhicule ferroviaire (40) et après une deuxième mise en contact du deuxième entraîneur (5) en position d'engagement avec le deuxième véhicule ferroviaire (50), les deux véhicules ferroviaires (40, 50) sont déplacés l'un par rapport à l'autre par l'intermédiaire du dispositif de translation (100, 100a, 100b).
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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EP3929059B1 true EP3929059B1 (fr) 2022-12-07

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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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Publication number Priority date Publication date Assignee Title
FR2174387A5 (fr) * 1972-03-02 1973-10-12 Asea Sa
DE4323245C2 (de) * 1993-07-12 1995-07-20 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
DE10143287B4 (de) * 2001-09-04 2005-02-24 Deutsche Bahn Ag Verfahren und Anordnung zum Positionieren von Förderwagen

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