US3141420A - Method of and arrangement for automatically controlling the release operation in a marshalling yard - Google Patents

Method of and arrangement for automatically controlling the release operation in a marshalling yard Download PDF

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Publication number
US3141420A
US3141420A US230557A US23055762A US3141420A US 3141420 A US3141420 A US 3141420A US 230557 A US230557 A US 230557A US 23055762 A US23055762 A US 23055762A US 3141420 A US3141420 A US 3141420A
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United States
Prior art keywords
train
cars
tracks
trolleys
car
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Expired - Lifetime
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US230557A
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English (en)
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Garbers Ernst
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Individual
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Publication of US3141420A publication Critical patent/US3141420A/en
Priority claimed from DEG41373A external-priority patent/DE1225692B/de
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Expired - Lifetime legal-status Critical Current

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    • 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
    • B61J3/10—Car shunting or positioning devices with pinchbar action
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61B—RAILWAY SYSTEMS; EQUIPMENT THEREFOR NOT OTHERWISE PROVIDED FOR
    • B61B1/00—General arrangement of stations, platforms, or sidings; Railway networks; Rail vehicle marshalling systems
    • B61B1/005—Rail vehicle marshalling systems; Rail freight terminals
    • 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
    • B61J3/02—Gravity shunting humps
    • 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

Definitions

  • the hump has two functions. It is intended firstly to guarantee that the range of movement of the cars extends up to the classification tracks and secondly to provide such distances between the cars released that the switches can be re-adjusted.
  • the first function determines the height of the hump and the second one the sectional shape of the hump.
  • the hump has considerable disadvantages. Its height is so dimensioned that poorly running cars in low temperatures and with a head wind move far enough on to the classification tracks. This means that the well running cars must be braked at normal temperature. This is not satisfactory both in technical and economical respect.
  • the pushing-oif of the cars over the hump is uneconomical and expensive because the frictional weight and the starting energy of the shunting locomotive must be such that even the heaviest trains on the ramp leading to the hump can be accelerated.
  • the large Weight and the great starting power are, however, required for a short time only since the weight of the train becomes gradually smaller during the course of the pushing-off operation.
  • the shunting locomotive After a train has been pushed olf the hump, the shunting locomotive must travel back on the incoming tracks and be placed behind the next train so as to push it forward as far as the hump.
  • the time required for pushing off a train is the same as that which is necessary for driving the locomotive back behind the next train and for pushing the train forward.
  • the hump is thus utilized for only half the time. This want of economy can be avoided by working with two shunting locomotives, in which case the costs for pushing-off double.
  • the present invention eliminates the hump and the expensive shunting locomotives and retarders, putting in place thereof an industry-like conveyor-line starting from the incoming tracks, by means of which both complete trains and individual cars can be conveyed in timed sequence and the cars separated from each other to such an extent that a sufiicient distance is provided for re-adjusting the distributing switches.
  • Also known is an arrangement for mechanizing the work in train-assembling tracks which consists of trolleys with four wheels capable of travelling between the feet and heads of a rail and a guide rail and carrying arms which can be raised by spring tension.
  • the trolleys can be coupled to a driven cable through contacts operated by the railroad car to be transported.
  • the raisable arms engage behind the wheel rim of the car and transport the car through sections of the track.
  • This object is achieved according to the invention by providing a method of automatically controlling the release operation in a marshalling yard, and an arrangement for carrying out said method, which method comprises the steps of bringing a railroad train to be disassembled into a medium incline corresponding to half the difference of the greatest and lowest possible resistance value of the cars of the entire train so that the train is in labile balanced condition, putting the train into motion by external, controllable, small forces and optionally retarding it again, and subsequently accelerating individual or groups of cars at time intervals by further externally acting and controllable forces and optionally retarding them thereby to provide distances between the cars required for re-adjusting distributing switches.
  • the arrangement for carrying out said method comprises a number of incoming tracks arranged at an incline of equilibrium to cause railroad trains standing thereon to be in labile balanced condition, a stationary automatically operating pushing-off equipment substituting for a shunting locomotive and arranged at the end of each of said incoming tracks for continuously supplying externally acting, controllable, small forces to the cars of the trains, said pushingcif equipment serving for acceleration and retardation and being arranged to produce and maintain a predetermined final velocity, classification tracks, a connecting track between said incoming tracks and said classification tracks, and a stationary automatically operating accelerator substituting for a hump for separating the railroad cars and arranged in said connecting track, said accelerator being continuously in 1.3 engagement with a car being classified and serving for acceleration and retardation of the cars being classified and being arranged to produce a predetermined final velocity independent of the weight of the cars and serving to provide suflicient distances between the indiw'dual cars for the purpose of re-adjusting distributing switches.
  • the car wheel may be accelerated by the pair of trolleys engaging it with its arms with the electric cable drive acting as a drive means.
  • the car wheel may be retarded by the pair of trolleys engaging it with its arms with the electric cable drive acting as a generator brake.
  • the pushing-off equipment may be used for locking the train in balanced condition by preventing a car wheel which is positioned between the raised arms of one pair of the trolleys from unintentionally starting, a brake connected to the cable drive motor being set in currentless condition.
  • one trolley with two raisable arms may be provided.
  • FIG. 1 is schematic top plan view of an arrangement according to the invention
  • FIG. 2 is a schematic side View of one pair of the trolleys with a car wheel positioned between the trolleys;
  • FIG. 3 is a vertical cross section through the guide for the trolleys
  • FIG. 4 is a top plan view of the arrangement shown in FIG. 2, and
  • FIG. 5 is a fragmentary schematic top plan view of a track provided with the pushing-off equipment.
  • FIG. 1 schematically illustrates the automatically controlled release operation.
  • a number of incoming tracks 23 are arranged at a medium incline corresponding to half the difference of the greatest and smallest possible resistance value of the cars of a railroad train, for example 4.5% so that the train being on the incoming track is in balanced condition.
  • an automatically operating stationary pushing-off equipment 25 which, in operation, is continuously in engagement with a car being classified and serves for acceleration and retardation of that car and is arranged to produce and maintain a predetermined final velocity of the car.
  • a further stationary pushing-ofi equipment 26 which takes charge of conveying the last part of the train is arranged in a connecting track 29 between switches 24 of the incoming tracks 23 and classification tnacks 30.
  • an electric brake 27 which has the function of blocking briefly the running cars to facilitate the uncoupling.
  • An automatically operating stationary accelerator 28 which, in operation, is continuously in engagement with a car and serves for its acceleration and retardation and is arranged to produce a predetermined final velocity of the cars independent of their weight is arranged behind the brake 27 and intended to provide sufficient distances between the cars for the purpose of readjusting the switches.
  • Each pushing-off equipment 25' which may also be used as accelerator 28 has, as shown in FIGS. 2 to 5, an endless cable 1 arranged to circulate in a length of between approximately 30 and feet between a rail 2 and an associated guide rail 3 and between another rail 4 and an associated guide rail 5.
  • an endless cable 1 arranged to circulate in a length of between approximately 30 and feet between a rail 2 and an associated guide rail 3 and between another rail 4 and an associated guide rail 5.
  • trolleys 7 and 9 firmly connected to the run 1 of the endless cable and trolleys 18 and 2t firmly connected to the run 1 of the endless cable, respectively.
  • These trolleys consist of frames with four wheels, which are arranged to travel between the feet and the heads of the rails 2 to 5 and carry arms 8 and 10, re spectively, raisable by the tension of springs 34 and 35 and adapted to engage similarly constructed parts of all nailroad cars, for example a car wheel 11, and an axle beaning housing or the like. Raising and depressing as well as locking and unlocking of the arms 8 and 10 is controlled in a known manner by stationary guide rails 6. Every two of the trolleys form a co-operating pair of trolleys. Each pair consists of the trolley 7 or 18 acting with the arm 8 as a pressure trolley and of the trolley 9 or 20 acting with the arm 10 as a braking trolley.
  • the fixed distance between the two trolleys of a pair is so dimensioned that the car wheel 11 positioned between the trolleys is seized by the raisable arms 8 and 10 which engage with rollers 32 the front and rear part, respectively, of the rim 12 of the car wheel and can accelerate or retard the car wheel.
  • the two trolleys 7, 9 and 18, 20, respectively, may be combined into one trolley by means of a suitable frame.
  • the cable 1 is driven by an electric motor 13 (FIG. 5) of variable speed and reversible direction of rotation which transmits its power to a cable drive pulley 14 through a coupling, brake, and gear not shown. If the electric motor 13 is supplied with current, the brake 36 is electrically released, and in the currentless condition the brake 36 is set. The initial tension required for the cable 1 is produced by a self-adjusting tensioning device 15. If the speed of the electric motor 13 corresponding to the cable speed and thus to the speed of pushing-off, e.g., about 4.5 feet/sec. is exceeded, the electric motor operates as a generator which is driven through the arm 10 of the trolley 9 acting as braking trolley. The electric motor 13 can be switched to two output stage, i.e.
  • the full output and an output of 10% is sufficient to drag the cable 1 under initial tension with the trolleys 7 and 9 without any power being delivered or taken up by the arms 8 and 10.
  • the second half of the pushing-off equipment there are arranged at a distance of about 40 feet apart, i.e. the largest occurring distance between the axles of a car, two known sensing magnets 21 and 22.
  • the electric motor 13 is switched ofl? by end contacts 19.
  • a railroad train runs in on an incoming track 23 and comes to a standstill with its first axles on the pushingoff equipment 25 arranged at the end of each incoming track.
  • the electric motor 13 is switched in from a signal box (not shown) to operate with its output of 10% and the cable 1 is put into motion.
  • the trolleys 7 and 9 are moved in the direction of arrow 34 (FIGS. 2 and 4) out of the region of the guide rail 6.
  • the arm 10 of the trolley 9 and the arm 8 of the trolley 7 are raised by spring tension.
  • the arm 10 abuts against a stopping-car wheel 11 it is depressed and raised again after it has passed under the car wheel 11.
  • the arm 8 of the trolley 7 abuts against the same car wheel 11 and tends to 'push it forward.
  • an overload relay of the electric motor 13 is released, whichis operated when the output of is exceeded, and a brake 36 is-switched in.
  • the railroad train is locked through the wheel set and prevented from moving.
  • the electric motor 13 is switched to its full output from the signal box.
  • the train being in balanced condition is accelerated to about 4.5 feet/sec. If the train runs faster, it is braked through the arm 10 of the trolley 9.
  • the electric motor 13 is then driven and operates as generator.
  • Shortly before the end of its path of travel the trolley 9 actuates a contact 16 (FIGS. 2 and 5 which is arranged adjacent the rail 2 and the rail 4, whereby the electric motor 13 is switched back to its output of 10%. Power is neither delivered nor taken up by the arms 8 and 10.
  • a control lever 17 of the trolley 9 passes under the guide rail 6 with the result that the arm 10 is depressed into its inoperative position.
  • a control lever 17a of the trolley 7 passes under the guide rail 6 whereby the arm 8 is depressed into its inoperative position.
  • the second pair of trolleys 18 and 20 has, due to its firm connection to the cable 1, travelled back idling to the beginning of the pushing-off equipment.
  • both pairs of trolleys are positioned under the guide rails 6 at the beginning and at the end of the pushingotf equipment and the trolley 9 has operated the end contact 19 arranged adjacent the rail 2 and the guide rail 4, the direction of movement of the endless cable 1 is reversed by the electric motor 13.
  • the trolleys 18 and 20 operate in the manner described above, whereas the trolleys 7 and 9 travel back idling.
  • the arms 8 and 10 engaging the rim 12 of the rolling car wheel.
  • the railroad train runs at a lower speed than the cable 1, in which case the arm 10 passes under the first car wheel 11 and after it has been raised again engages the front part of the rim of the wheel, whereas the arm 8 engages the rear part of the rim and begins to push the wheel forward.
  • the train runs faster than the cable, in which case the first car wheel depresses the arm 8, then passes over it and abuts against the arm 10 by which it is braked.
  • the sensing magnets 21 and 22 are omitted.
  • the end contacts 19 not only change over the direction of movement of the cable 1 but also disengage the coupling between the electric motor and the cable drive pulley.
  • the re-engagement is effected by a rail contact 31 (FIG. 5) arranged adjacent the rail 2 and operable by the wheel rim of the car to be accelerated.
  • the electric motor 13 is switched oif automatically if no further car follows, e.g. after 30 seconds have elapsed, i.e. after the last car of a railroad train has been pushed off.
  • the accelerator 28 operates automatically and separates the cars of the train to such an extent as is required for re-adjusting the distributing switches.
  • An arrangement for automatically controlling the disassembly and classification of a railroad train in a marshalling yard comprising a plurality of incoming tracks, a plurality of classification tracks, a connecting track connecting said plurality of incoming tracks With said plurality of classification tracks, said incoming tracks being inclined downwardly toward said classification tracks at an angle suificient that the forward component of gravitational force on the average car in average condition is sufficiently large to substantially balance the friction of that car so that a train stationed on said incoming tracks is in labile balanced condition, an automatically operating pushingolf equipment substituting for a shunting locomotive and arranged at the head of each track of said plurality of incoming tracks, said automatic pushing-off equipment being arranged to apply to a train situated on any of said incoming tracks controllable external forces only of sufficient amplitude to upset the balanced condition of the cars of the train to accelerate and retard the train as required to maintain forward motion of said train within prescribed limits of velocity, and an automatically operating accelertor situated at said connecting track to substitute for a

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
US230557A 1962-01-05 1962-10-15 Method of and arrangement for automatically controlling the release operation in a marshalling yard Expired - Lifetime US3141420A (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DEG33953A DE1190490B (de) 1962-01-05 1962-01-05 Verfahren und Vorrichtung zum Automatisieren des Ablaufvorganges in Rangierbahnhoefen
DEG41373A DE1225692B (de) 1964-08-22 1964-08-22 Einrichtung fuer ein Verfahren zum Automatisieren des Ablaufvorganges in Rangierbahnhoefen

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US3141420A true US3141420A (en) 1964-07-21

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US (1) US3141420A (de)
CH (1) CH397760A (de)
DE (1) DE1190490B (de)

Cited By (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3372652A (en) * 1964-08-22 1968-03-12 Garbers Ernst Railway car moving device
US3402677A (en) * 1966-02-07 1968-09-24 Whiting Corp Signal producing means for use with a railway car handling mechanism
US3508499A (en) * 1966-12-30 1970-04-28 Fmc Corp Apparatus for propelling railroad cars and the like
US3556011A (en) * 1968-07-11 1971-01-19 Whiting Corp Railway car handling mechanism
US4637316A (en) * 1985-04-25 1987-01-20 Carroll Curtis E Rail car positioning system
US20250376197A1 (en) * 2024-06-07 2025-12-11 Progress Rail Locomotive Inc. Methods and systems for automated yard classification

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE1605335B1 (de) * 1966-06-01 1970-05-14 Hauhinco Maschf Mitnehmerwagen fuer automatische Rangieranlagen
DE1290162B (de) * 1966-08-16 1969-03-06 Hauhinco Maschf Automatische Rangieranlage
DE2715662C2 (de) * 1977-04-07 1986-05-28 Hauhinco Maschinenfabrik G. Hausherr, Jochums Gmbh & Co Kg, 4300 Essen Anlage zum Fördern von Eisenbahnwagen in einem Richtungsgleis von Rangierbahnhöfen

Citations (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US1206493A (en) * 1916-06-23 1916-11-28 Otto Wulferding Arrangement for the service on railroads.
US1484086A (en) * 1922-06-24 1924-02-19 Frank H Rutherford Switching apparatus for railway-switch yards
US2134440A (en) * 1933-02-01 1938-10-25 Dumont Hector Propelling device for vehicles
US2199470A (en) * 1938-05-23 1940-05-07 Ind Brownhoist Corp Pusher car
GB628500A (en) * 1947-03-17 1949-08-30 Frederick Gilbert Mitchell Improvements in or relating to marshalling yards for railway vehicles
US2642006A (en) * 1949-03-26 1953-06-16 Glenn W Merritt Track positioned car-feeding mechanism
US2660127A (en) * 1949-06-14 1953-11-24 Webb Co Jervis B Transfer mechanism for floor propellers
US2767662A (en) * 1950-10-16 1956-10-23 Nortons Tividale Ltd Apparatus for propelling trucks
US2907476A (en) * 1953-11-12 1959-10-06 Milo M Cronk Mechanical pole switching device
US3044418A (en) * 1960-12-02 1962-07-17 Continental Boiler And Sheet I Anti-collision system

Family Cites Families (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE330663C (de) * 1918-11-19 1920-12-20 Pohlig Akt Ges J Fuehrungseinrichtung fuer Eisenbahnwagen an Ablaufbergen
DE470542C (de) * 1925-01-20 1929-01-21 Alfred Kaestner Rangierverfahren
DE613740C (de) * 1932-11-18 1935-06-24 Bleichert Transportanlagen G M Selbsttaetige Rangieranlage zum Befoerdern von Wagen
DE622510C (de) * 1934-04-28 1935-11-29 H Lagershausen Dipl Ing Einrichtung zum Zerlegen von Eisenbahngueterzuegen auf Rangierbahnhoefen
NL257026A (de) * 1960-04-27

Patent Citations (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US1206493A (en) * 1916-06-23 1916-11-28 Otto Wulferding Arrangement for the service on railroads.
US1484086A (en) * 1922-06-24 1924-02-19 Frank H Rutherford Switching apparatus for railway-switch yards
US2134440A (en) * 1933-02-01 1938-10-25 Dumont Hector Propelling device for vehicles
US2199470A (en) * 1938-05-23 1940-05-07 Ind Brownhoist Corp Pusher car
GB628500A (en) * 1947-03-17 1949-08-30 Frederick Gilbert Mitchell Improvements in or relating to marshalling yards for railway vehicles
US2642006A (en) * 1949-03-26 1953-06-16 Glenn W Merritt Track positioned car-feeding mechanism
US2660127A (en) * 1949-06-14 1953-11-24 Webb Co Jervis B Transfer mechanism for floor propellers
US2767662A (en) * 1950-10-16 1956-10-23 Nortons Tividale Ltd Apparatus for propelling trucks
US2907476A (en) * 1953-11-12 1959-10-06 Milo M Cronk Mechanical pole switching device
US3044418A (en) * 1960-12-02 1962-07-17 Continental Boiler And Sheet I Anti-collision system

Cited By (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3372652A (en) * 1964-08-22 1968-03-12 Garbers Ernst Railway car moving device
US3402677A (en) * 1966-02-07 1968-09-24 Whiting Corp Signal producing means for use with a railway car handling mechanism
US3508499A (en) * 1966-12-30 1970-04-28 Fmc Corp Apparatus for propelling railroad cars and the like
US3556011A (en) * 1968-07-11 1971-01-19 Whiting Corp Railway car handling mechanism
US4637316A (en) * 1985-04-25 1987-01-20 Carroll Curtis E Rail car positioning system
US20250376197A1 (en) * 2024-06-07 2025-12-11 Progress Rail Locomotive Inc. Methods and systems for automated yard classification

Also Published As

Publication number Publication date
DE1190490B (de) 1965-04-08
CH397760A (de) 1965-08-31

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