Title:
Device for detecting derailment of trains
Kind Code:
A1


Abstract:
“A DEVICE FOR DETECTING DERAILMENT OF TRAINS, to be attached to the car, that acts promptly in the event of derailment, fully or emergently actuating the brake system of the train; said operating device being provided only with mechanical and pneumatic signals, not requiring electric and/or radio signals. The device is comprised of a general piping (20) connected to a so-called fuse element (10), through a tubing (11); the fuse (10) being defined by a blind flange that in principle blocks the air flow; a puncture (12) being provided in the interior of said fuse, and its body being machined in such a way that a suitable region (4) for the occurrence of a disruption and the consequent fast relief of the air present in the general plumbing (20) is created.



Inventors:
Nico, Adilson Roberto (Espirito Santo, BR)
Arrebola, Alexandre (Minas Gerais, BR)
Da Cunha, Carlos Roberto (Minas Gerais, BR)
Application Number:
09/820181
Publication Date:
10/03/2002
Filing Date:
03/28/2001
Assignee:
NICO ADILSON ROBERTO
ARREBOLA ALEXANDRE
DA CUNHA CARLOS ROBERTO
Primary Class:
International Classes:
B60T7/12; (IPC1-7): B61L3/00
View Patent Images:
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Primary Examiner:
MCCARRY JR, ROBERT J
Attorney, Agent or Firm:
KATTEN MUCHIN ROSENMAN LLP (NEW YORK, NY, US)
Claims:
1. A DEVICE FOR DETECTING DERAILMENT OF TRAINS, characterized by being attached to the wagon, thus acting promptly in the event of derailment, by fully or emergently actuating the brake system of the car; said operating device being provided only with mechanical and pneumatic signals, thus not requiring electric and radio signals:

2. A DEVICE FOR DETECTING DERAILMENT OF TRAINS, in accordance with claim 1, characterized by being comprised of a general piping (20) connected to a so-called fuse element (10), through a tubing (11); the fuse (10) being defined by a blind flange that in principle blocks the air flow; the interior of said fuse being provided with a puncture (12) and its body being machined in such a way that a region (4) suitable for the occurrence of a disruption and the consequent fast relief of the air present in the general piping (20) is created.

3. A DEVICE FOR DETECTING DERAILMENT OF TRAINS, in accordance with claim 1, characterized in that the disruption of the fuse (10) is caused by the characteristic movement or displacement of the axle (30) as of the derailment, which moves a rod (1) which then disrupts the fuse (10).

4. A DEVICE FOR DETECTING DERAILMENT OF TRAINS, in accordance with claim 1, characterized in that the rigid rod (1) is arcuate and wraps the axle (30) of the wheel set (31) of the car, and its ends (2) are connected to the bottom (3) of the fuse (10) that has behaved as a blind flange up to that time.

5. A DEVICE FOR DETECTING DERAILMENT OF TRAINS, in accordance with claim 3, characterized in that the rigid rod (1) is assembled in such a way that, in normal operating conditions, it does not contact the axle (30), being provided with tolerance limits for the movement in the circulation and loading and unloading operation of the car; wherein, whenever a derailment takes place, the axle (30) of the car is moved, preferably downwards, to and fro, as indicated by the arrows (40), reaching the connecting rod (1) and making same disrupt the mechanical fuse (10) connected to the general piping (20).

6. A DEVICE FOR DETECTING DERAILMENT OF TRAINS, in accordance with claim 3, characterized in that the fuse (10), until then a blind flange, opens into a wide passage (12), creating a fluid communication between the general piping (20) and the atmosphere, thus causing the braking action in the cars, which, depending on the car, may be an operative or emergency application.

7. A DEVICE FOR DETECTING DERAILMENT OF TRAINS, in accordance with claim 1, characterized in that the connection to the general plumbing (20) is carried out directly, by using connections that may be proper or not, jacks along the piping or any equipment connected thereto, or any jack already for another purpose.

8. A DEVICE FOR DETECTING DERAILMENT OF TRAINS, in accordance with claim 1, characterized in that the interconnection (11) is single for all the detectors (10), a connection for two or more detectors per car, or unitary for each detector.

9. A DEVICE FOR DETECTING DERAILMENT OF TRAINS, in accordance with claim 1, characterized in that the fuse (10) has a conical section (4) on the bottom thereof, as a point of rupture to be broken by the displacement of the rigid rod (1), in such a way that, as soon as it is ruptured, said fuse (10) allows the air to escape fast from the general piping (20) into the atmosphere.

10. A DEVICE FOR DETECTING DERAILMENT OF TRAINS, in accordance with claim 1, characterized in that the number of detectors per wheel set (31) varies in accordance with the installation of the device.

11. A DEVICE FOR DETECTING DERAILMENT OF TRAINS, ” in accordance with claim 10, characterized by being defined by a detector (10) installed on the inner ends of the axle (30), next to the wheel sets (31) or in the center of the axle (30).

12. A DEVICE FOR DETECTING DERAILMENT OF TRAINS, in accordance with claim 10, characterized in that there are two detectors (10), each one installed on the inner end of the axle (30), next to the wheel sets (31).

13. A DEVICE FOR DETECTING DERAILMENT OF TRAINS, in accordance with claim 1, characterized by encompassing a detector (10) for two wheel sets (31), by changing the rod (1) that activates the fuse (10), without changing its basic principle.

14. A DEVICE FOR DETECTING DERAILMENT OF TRAINS, in accordance with claim 1, characterized in that the fast discharge of the general piping (20) into the atmosphere, besides being carried out by the fuse (10), is carried out through the use of valves (50) that allow the fast discharge of the general piping (20) into the atmosphere.

Description:

DISCLOSURE OF THE INVENTION

[0001] The present specification is related to a device for detecting derailment of trains and, more particularly, to a device that can detect and actuate almost promptly the brake system of the train in the early stage of derailment.

[0002] As is known by one skilled in the art, presently there are fixed derailment detectors, which are installed along the permanent way, close to the “cases” of the command area (ET's) and the blocking sections (SB's). In such conventional detectors, the detecting element is made of ferrite, a material with a suitable mechanical strength to be collapsed at the time the derailed car reaches same, besides being a good electric conductor. Thus, when this detector is collapsed, it closes an electric circuit which, in turn, triggers an alarm that informs the centralized traffic control or operational control center, which then cuts off or interrupts the route of the train.

[0003] As is known, in a derailment situation, usually the derailed train covers between 2,000 and 3,500 meters, causing damages in the permanent way and the cars, since when the route is not automatically cut off it must be done by the centralized traffic control or the driver that may detect the problem.

[0004] In the event the car derails after a detector which is located before the track circuits, the derailment will not be detected before the switch circuit is reached, thus causing bigger effects, such as the destruction of the switch devices and interruption in the circulation of trains.

[0005] Presently, in the permanent way of some railways, derailment detectors spaced apart by approximately 1,800 meters can be found along the track. Depending on the direction of the train and the position of the detector, there is no need to cut off the route, but only a signal so that the centralized traffic control can intervene. As mentioned above, it is not usual the fact that trains may, after having derailed, still cover 3,000 meters before stopping. Also, we have the possibility of a derailment after a detector, thus increasing the problem in the event there is a switch circuit ahead.

[0006] Another inconvenience present in this conventional conception of derailment detention is related to the eventual failures found in the detecting circuit caused by acts of vandalism.

[0007] Equipment that communicate electrically or through radio signals, such as “end of train”, that detect pressure drops in the piping in general, and send such information to the locomotive or its control center may be found in the market presently. Also, systems based on landmarks fixed along the track which contact the car being derailed and send radio signals to the locomotive may be found.

[0008] An object of the present invention is to provide a device for detecting derailment of trains that does not use radio frequency signals to show a train derailment.

[0009] Another object of the present invention is to provide a device for detecting derailment of trains that does not use any type of electrical system to detect and signal the derailment of a train and still may assure the actuation of the brake system of the train being derailed.

[0010] Another object of the present invention is to provide a device for detecting derailment of trains that can detect promptly derailments of trains caused by axle neck disruption, axle offset, broken axle or any other reason originated in the car, permanent way, or operation of the train, the result of which is the car derailment, thus forcing the train to stop as soon and fast as possible, thus minimizing the effects that this can cause to the permanent way, signaling, cars, locomotives, workers and the environment.

[0011] Those and other objects and advantages of the present invention are attained with a device for detecting derailment of trains that accompanies the wagon, that is, said device is attached to the car and can act promptly with the derailment, in such a way that, when actuated, said device fully or emergently activates the brake system of the train; said operating device being provided with mechanical and pneumatic signals only, thus not requiring electric and/or radio signals.

[0012] The device for detecting derailment of trains object of the present invention is comprised of a general piping of the car connected to a so-called fuse element, through a tubing; the fuse being defined by a blind flange that in principle blocks the air flow; the interior of said fuse being provided with a puncture and its being body machined in such a way that a suitable region for the occurrence of a disruption and the consequent fast relief of the air present in the general piping is created; said disruption of the fuse being caused by the characteristic movement or displacement of the axle as of the moment of the derailment, thus driving a rod which then disrupts the fuse.

[0013] Next, the device for detecting derailment of trains object of the present invention will be described with reference to the accompanying drawings, wherein:

[0014] FIG. 1 represents, schematically, a radial view of a car wheel set provided with the derailment detection device in question;

[0015] FIG. 2 represents an enlarged schematic view of the device for detecting derailment of trains to be attached to the wheel set axle of a train;

[0016] FIG. 3 represents an enlarged front view of the fuse that composes the detection device in question; and

[0017] FIG. 4 represents a schematic view of the pneumatic circuit that interconnects every device for detecting derailment of trains to the general piping of the train.

[0018] FIG. 5 represents a schematic view of the pneumatic circuit, that uses, instead of the fuse, a valve for discharging fast the air of the general piping of the car into the atmosphere.

[0019] In accordance with these illustrations, the device for detecting derailment of trains, object of the present invention, is comprised of a mechanical fuse 10 that is directly connected to the general piping 20 of the train, by means of tubing 11, see FIG. 1.

[0020] An arcuate rigid rod 1 is connected to said fuse 10, in arc form, which rod is responsible for its actuation. Said arcuate rod 1, see FIGS. 1 and 2, wraps the axle 30 of the wheel set 31 of the car, and has its ends 2 connected to bottom 3 of fuse 10 that has behaved as a blind flange up to that time.

[0021] Said rigid rod 1 is assembled in such a way that, in normal operating conditions, it does not contact the axle 30, being provided with tolerance limits for the movement in the circulation and loading and unloading operation of the car.

[0022] When a derailment takes place, the axle 30 of the car is moved, preferably downwards, to and fro, as indicated by the arrows 40, in FIGS. 1 and 2, reaching the rod 1 and making same disrupt the mechanical fuse 10 coupled to the general piping 20.

[0023] At that time, the fuse 10, until then a blind flange, opens into a wide passage 12, creating a fluid communication between the general piping 20 and the atmosphere, thus actuating the brakes in the cars, which, depending on the type of brake system of the car, will be an operative or emergency application.

[0024] The device for detecting of derailment of trains may have the connection to the general piping 20 directly, by using connections which may be proper or not, taken along the piping or another equipment connected thereto or any jack already used for another purpose. It can be single for all the detectors, a connection for two or more detectors per car, or unitary for each detector.

[0025] The tubings and connections can be of steel and cast iron or any other material provided with a mechanical strength and operating pressure resistance (currently 90 psi), such as plastics, nylon, pvc, copper, rubber pipes, etc.

[0026] The fuse detector 10 can be made of ferrite (gray cast iron) or another material, such as steel, copper and alloys thereof, aluminum and alloys thereof, plastics, nylon, pvc, and the like, provided it satisfies the machining procedures required for the manufacture thereof, where the fuse 10 may show a mechanical strength and a fatigue resistance, besides making it possible to disrupt when in motion in any of the directions of the arrows 40 shown in FIGS. 1 and 2. Thus, said fuse 10 has a conical section 4 on its bottom, as a point of rupture to be broken by the displacement of the rigid rod 1, in such a way that said fuse 10, when broken, allows to the air in the general piping 20 to escape fast into the atmosphere.

[0027] Therefore, the function of the arcuate rod 1 that actuates the fuse 10, when coupled to the fuse, is to effect a movement in conjunction with the direction of the arrows shown in FIGS. 1 and 2, that in turn urges the bottom 3 to move, thus disrupting the lower concave portion 4 of the fuse 10. The arcuate rod 1 can consist of a perforated steel plate to be coupled to the fuse 10 and a steel rod folded in order to wrap the axle 30, not exceeding the tolerance limits related to the circulation and loading and unloading operations of the car. The steel rod and plate can be rigid or provided with means for adjustments. If some degree of freedom is required, elements such as steel cords, springs or elastic clamps can be used instead of the rod.

[0028] The number of detectors per wheel set 31 can vary according to the installation of the device. In the event it is defined by a detector 10, it should be installed on the inner ends of the axle 30, next to he wheel set 31 or in the center of the axle 30, as per FIG. 4. In the event there are two detectors 10, each one of them should be installed in the inner end of the axle 30, next to the wheel set 31. There is also the possibility of a detector for two wheel sets 31, by changing the rod 1 that activates the fuse 10, without changing its basic principle.

[0029] As to the fast discharge of the general piping 20 into the atmosphere, besides being carried out through by fuse 10, this discharge could be carried out through the use of valves 50 that allow the fast discharge of the general piping 20 into the atmosphere. The design could be similar to the detectors for the wheel set 31, as illustrated in FIG. 5.

[0030] Thus, the main characteristics of the device for detecting derailment of trains are: the derailment detector 10 is located in the car, and not static along the permanent way any longer; it uses mechanical and pneumatic signals, not requiring any type of electric or radio signal; and it detects the derailment promptly.

[0031] With this constructive concept, the device for detecting derailment of trains assures that the detection and signaling of the train be immediate, thus reducing the action and reaction time of the system and, accordingly, reducing the space covered by the derailed car, thus diminishing the effects of the derailment on the equipment and the permanent way. The main advantage is the cost reduction in the event of accidents, since the faster stop of the train minimizes the damages and effects of the accident.