DE1161302B - Control device for backstops for conveyor wagons operated by the wagon passage - Google Patents

Description

Control device for backstops operated by the carriage for trolleys The invention relates to a control device for the passage of the trolley operated backstops for trams on a downhill slope, which depends from exceeding a maximum speed when the carriage is moving in a downward direction the lock closes.

On trolleys for conveying, for example, in quarries, clay pits or other deeply located goods usually have no brakes provided, since this nad a tearing loose of individual wagons or the entire train of wagons cannot be operated without endangering the operator. Is there a possibility the track on the slope with a certain distance from the work place in the pit relocated in a Kurvttzu, so that loose wagons thrown off the track in the k e without getting to the place of employment and endangering the workers, so lies this may be a sufficient backup. For the most part this is Jedoc not possible for reasons of space, and security measures must be provided be, u when a wagon is torn away, especially when a loaded one is pulled upwards Car train, z avoid that the car moving at high speed from rts endanger the workers.

Such trucks are not just self-acting brakes too expensive, even in the rough operation of the tough ones, they usually learn in the strong ones Pollution mostly ineffective.

They are mechanically operated control gears for the carriage to pass through Actuated unlock for trams known to move when walking a certain Maximum speed when the carriage is running in the downward direction by lifting the lock conclude. However, these devices do not work if the car is inadvertently running downwards shortly before the control device starts, so the determined speed is still n t is reached. Furthermore, these known hanischen control devices must constantly monitored ground, since its effectiveness depends on it only at high running speed ejecting it depends on the locking lever through the control lever, but when it is dirty Joints do not always unite.

It is also a control device for brakes arranged on the track to automatically control the speed from downhill on a downhill slope running trolley known, wove a brake-opening solenoid valve via a operated on a switching relay by a switch arranged in front of the B ° em Time relay is old and by one in its self-holding circuit behind the brake arranged outlet switch is switched off. This is a safeguard against an unintentional downward movement of the trolley is not provided.

The invention consists in being behind on the track in the upward direction each lock a mechanically controlled switch to be arranged with the help of a The stop attached to the last wagon of the train is only in the upward direction is operated and thereby closing the lock behind the passing train causes, and that further in the upward direction behind each barrier two more, mechanically controlled switches by a stop on the last car of the train that are only actuated when a car or train is descending and by means of which in a known manner a timing relay is controlled in such a way that it only causes the lock to close if the downward speed is too high.

In this way it is achieved that the upward pulled wagon train after actuating a one located a short distance (for example, 2 m) from the lock Switch by the last car blocks the track, so that now after passing this lock about wagons that break loose or the train of wagons if the rope breaks is held up by this lock. Such a lock is in a certain safety distance in front of the place of work and at least immediately behind the departure point at the top End of the slope required, it may be appropriate, depending on the length of the Downhill to install further barriers between these two end barriers.

It can thus also be about when driving down an empty train Do not drive empty wagons detached from the train at high speed to work station 309779/4 reach. As a result of the inevitable after the passage of the wagon train on the upward journey subsequent closing of each lock, greater security is guaranteed, since the effectiveness of the lock on the upward journey of the loaded and therefore in particular Way to be secured wagon train not as with the known mechanical control devices depends on the speed of the detached, descending carriages. Farther special monitoring is not required because the locks fail at any time can easily be determined by optical or acoustic signals.

The empty train can only go down again after it has started the main switch arranged on the cable winch, all locks are open. According to the invention provided switch. which assist in the descent, but prevent that Breaking loose wagons can cause damage even during this operating phase.

The circuit of the control device according to the invention is preferred designed in such a way that in the circuit each locking magnet, which is in the de-energized state the lock keeps closed, a normally closed contact of the actuated during the upward journey Switch in series with a normally closed contact of the second operated when traveling downwards Switch is arranged, which latter of a normally closed contact of the delayed release Timing relay is bridged, and that im. Circuit of the timing relay a normally open contact of the first switch actuated during downward travel.

This ensures that the normal downward travel of the wagon train, the bridging circuit created by the time relay as a result of actuation of the first limit switch that interrupts the circuit is closed again and thus the lock, which is only effective when the circuit is not closed, not is operated.

However, if the last wagon comes off the wagon train or the wagon train from the Pull part, the second limit switch is due to the greater speed on the downhill trolley operated faster than the time relay again has closed the circuit. The circuit is therefore through the second limit switch completely interrupted and releases the lock located a short distance behind it, which then stops the car or cars.

The lock can be designed in any way and from one 90 ° on the track by means of a lever mechanism pivotable run-up piece Type of a brake shoe exist. The blocking piece can also be horizontal Level can be pushed onto the track. The actuation can be done by an electromagnet as well as by a geared or piston engine, which by means of the associated Limit switch actuates the blocking piece in the supply line via a relay.

The backstop can also be formed in that a or both rails of the track are provided with intermediate pieces that are in joints can be swiveled up or to the side.

Furthermore, the lock can consist of a switch operated by the actuating device is actuated in the event of danger and the wagon or train of wagons extends to the side, if there is space for this. In the switch there can also be a sloping one, as a brake acting axle run-up be arranged, so that an ejection of the carriage; from the Track is avoided. Such braking can also be carried out on the track, z. B. in that one arranged on the car. brake plate under spring pressure of one lying between the tracks, acting as a barrier and pivoting upwards Brake piece is taken.

These known types of lock are not the subject the invention.

An embodiment of the invention is shown in the drawing and described below. F i g. 1 shows an embodiment of a backstop in a vertical cut; F i g. 2 schematically shows the arrangement of the control device seen from above on the track; F i g. 3 shows the circuit diagram of a control device for electrical actuation.

In the case of the in FIG. 1, shown in detail not forming the subject of the invention, is on one rail 1 of the track, which is mounted on the sleepers 2; in a joint 3, a locking piece 4 designed in the manner of a B-emsschuhes is arranged, read in the drawing in represents the closed position. A short bracket 6 is hinged to it in a joint 5, which is connected in a joint 7 to a pivot lever 8; this is in a joint 9 arranged on vertical supports 10. The lever arm 11 of the double lever 8 is connected via a ielenk 12 with a vertical rod 13, in its middle part forms the core of an electromagnetic magnet 14 and at its end 15 a cage 16 penetrates through its spring pressure as the locking piece 4 over the lever 6, 8 and 11 held in position when the electromagnet 14. is bromine-free.

At the i F i g. 2 schematically illustrated downhill section runs the slope in the direction of the. Arrow 17. He loaded, not shown wagon train is thus i direction of arrow 18 over the track upwards against. The track is in a certain security state from the job (not shown) c: r pit with a backstop 19 and a short distance above the drainage path Miviner backstop 20 is provided. There can be more between these two locks Locks provided; in.

About 2 rr behind the lock 19 (go in the upward direction) a switch 21 and behind the lock 20 ei switch 22 on each of the thresholds 2 arranged. The switches 21 and 22 are operated by an Ansdag on the last car of the train moving upwards in the direction of arrow 18 is marked. Behind the switch 21 and possibly also behind the switch 22 or further, Switches not shown for the upward movement are arranged on switches 24 and 25, which, however, are formed in such a way that they only move downwards in the direction of the Arrow 17 can be bent from the car.

During the upward movement of the wagon train, the magnet 14 is switched off when the switch 21 is operated, so that the rod 13 pivots the locking piece 4 from the open position shown in dashed lines into the closed position. In the same way, the lock) is put into the closed position after the switch 22 has been actuated by the last car of the train, so that only a short return path to the lock 20 has to be covered if the car breaks loose.

In the circuit according to FIG. 3 are only those when the Empty train to be operated, the lock 19 associated switches 24 and 25 taken into account.

Before the downward movement of the empty train, a main contactor 26 is actuated, whereby the circuit of the individual magnets 14 of all locks 19 and 20 is closed will. As a result, the locking pieces 4 are lifted off the track.

When the train is descending, the switch is actuated 21 and 22 have no effect on the position of the locks 19 and 20, as these switches only are operated when traveling upwards, while only the switches are operated when traveling downwards 24 and 25 are operated. First, the at a distance of for example 10 m in front of the lock 19 or in front of the lock 20 arranged switch 24 is operated. The switch 24 is in a line 27 (FIG. 3), in which there is also a timing relay 28 is arranged with a fixed dropout delay. The timing relay 28 receives at Actuate switch 24 current, picks up immediately and opens its contact 29, which is in the bypass circuit 30 of the second switch 25. The switch 25 but keeps the circuit closed so that the locking magnet remains energized and keeps the lock open.

The fall time of the time relay 28 is just so large that the contact 29 in the bypass circuit 30 at normal downward traveling speed of the trolley train just before the actuation of the switch 25 ge-Qffn @@ W; rd B opening the switch 25 through the train of vehicles is the circuit for the Locking magnet already closed again via contact 29 before switch 25 is opened; the lock 19 or 20 remains open.

But if a wagon detaches itself from the train or the wagon train detaches itself from its pulling rope, so the speed of the cars increases so much that the cars hit the switch 25 already reach before the delay time of the timing relay 28 has expired. Of the Switch 25 is therefore already opened before contact 29 is closed, so that the circuit for the locking magnet is interrupted and the locking piece 4 the Lock 19 closes, as a result of which the detached cars are stopped.

With the locking piece 4, a switch 32 is still coupled, the one Lamp 33 lights up with a green light so that the operator can see that the track is free for the descent, while a lamp 34 with red light indicates that the track is closed. With the blocking of the track can also block the winch drive. An emergency button 31 can be used in the event of a fault all track closures are closed.

Claims (2)

Claims: 1. Control device for backstops operated by the carriage for trams on a downhill slope, which closes the locks depending on the exceeding of a maximum speed when the car is running in the downward direction, characterized in that on the track in the upward direction behind each lock (z. B. 19) a mechanical controlled switch (21) is arranged, which is operated with the help of a stop attached to the last car of the train only in the upward direction and thereby causes the closure of the lock behind the passing train, and that also in the upward direction behind each lock two more, mechanically from one Stop on the last car of the train controlled switches (24 and 25) are arranged, which are only operated when a car or train descends and by means of which a time relay (28) is controlled in a manner known per se in such a way that it is only activated when it is too high Downward speed closing the lock caused. 2. Control device according to claim 1, characterized in that in the circuit of each locking magnet (14), which holds the lock closed in the de-energized state, a normally closed contact of the switch (21) actuated during upward travel in series with a normally closed contact of the second actuated during downward travel Switch (25) is arranged, the latter of which is bridged by a normally closed contact (29) of the drop-out delayed timing relay (28), and that in the circuit of the timing relay (28) there is a working contact of the first switch (24) actuated during downward travel. Considered publications: German Patent Nos. 271823, 249 984, 263 249; German Auslegeschriften Nos. 1080 500, 1076 73 1 , 1024 549; German utility model no. 1726 366. Older patents considered: German patent no. 1111234.