DE2612491A1 - SWITCHING ARRANGEMENT FOR THE TRAILS CONSISTING OF SEVERAL VEHICLE UNITS, PURPOSEFULLY EQUIPPED WITH AN AUTOMATIC CLUTCH - Google Patents

Description

D 5 - 114

MAGYAR ALLAMVASUTAK
Budapest VI

Nepköztärsasäg utja 73/75 Hungary

Switching arrangement for the consisting of several vehicle units, trains suitably equipped with automatic couplings

The invention relates to a switching arrangement for the Safety switching system for the coupling electrics of the AK of the trains consisting of several vehicle units.

To be able to handle the increasing transport needs more and more sophisticated trains are required to run on the railways and trunk roads.

In the course of the development of the trains, not only the dimensions and the speeds increase continuously, but also those with them related demands on security.

With the increase in the length of the train, both the transmission of information play a role as well as the corresponding coupling of the 'different Actuating systems play an increasingly important role. Until now, the individual tasks of automation, the Braking and other tasks solved by separate, independently developed systems.

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At present the railway administrations have come together for the uniform application of the one much simpler one Automatic maneuvering and much simpler switching options (coupling options) guaranteeing Central buffer coupling decided. .

This decision enables the application of the in drafting the automatic central buffer coupling already provided electrical line connections by using the current demands also the theoretical solution uniformly guarantee new tasks.

In the course of development, the solutions were able to match the original Concepts are not carried out accordingly and consequently many new possibilities had to be recognized.

These discoveries led to the elaboration of our invention, focusing on the appropriate application and the uniform Completion of the electrical wiring system, error messages, warranty of the train's tail light and these Assigning tasks related switching arrangement.

The invention is therefore - as you will see - a switching arrangement For the safety switching system for the coupling electrics of the AK of the multiple vehicle units, useful trains equipped with automatic coupling, a central unit located on the locomotive and a permanently attached to this control unit on the engine driver's cab, at the ends of the vehicle units first connections, at one end with matching connection provided oscillating cables · attached to the other end of these oscillating cables, automatically or through each other

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Manual override adapting second. Connections, furthermore on each vehicle unit a line system connecting the first connections in position 1 of the changeover switch and a third connection connected to the end of the line system in position 2 of the changeover switch as well as at least one to the changeover switch located at the end of the last vehicle unit via the _t third terminal adjoining train termination unit (ZE) has.

In the context of the invention, terminating impedances are in the train connection unit to the line pair for pulse transmission of the Line system as well as to the electrical line pairs for the actuation of the brakes, namely to the line pair for impulse transmission appropriate ohmic resistance and Capacitors are expediently connected to the electrical line pairs for the actuation of the brakes.

It is also useful if the traction unit with the built-in or portable extension lamp is built in one unit and to the feed line pair of the line system the series connection of the coil of the relay and the resistor of the first train tail lamp - light source connected will continue if with the series connection of the first tail light - light source and the relay that or die.Elemente for the stabilization of the tension in Are connected in series, if to the one part of the final circuit for impulse transmission, in two Parts split resistance the normally open contact of the relay is connected in parallel, eventually when connected to the feed line pair of the pipeline system the local, over resistance and diode charging battery and to this battery via the normally closed contact of the relay and a switch the second Train tail light light source can be connected.

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Our protection system can also be used in the following that if vehicles must be submitted without a selector switch, its third contact with the help of an adapter or, if the same structure is used, it is connected directly to the first connection if the plug connection is made from the latter of the voice cable is pulled out.

With this method you can control trains that are equivalent to what has been described above, but are more difficult to operate. put together.

Our invention was made taking into account the electrical couplings available in accordance with the developed construction of the automatic couplings to be installed uniformly in the railway administrations. Lines and connections ^elaborated; With the use of their basic idea, however, the safety switching system for the coupling electrics of the AK can be expanded to any "any means of transport consisting of several vehicle units, eg rail-bound suburban traffic, but also road transport means for the transport of people and goods.

As is known, there are those equipped with automatic clutch Trains two lines for the supply of the automatic devices ·, four lines for the purpose of the electropneumatic Braking and two lines for the transmission of other impulses (signals) are available. These lines connect via their connections at the moment of mechanical coupling of the vehicles with the lines of the newly added ones Vehicle unit. When uncoupling, the process is reversed, i.e. the connections are disconnected.

The connections are designed so that the connections of the lines for the transmission of impulses even at the fastest

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Unplug the coupling at least 3 msec earlier than the others Connections. These 3 msec are enough for the high-speed switch located on the locomotive - after it has felt that the lines for the impulse transmission have been disconnected has- switched off the supply voltage within this time and that the vehicle units' own decaying current also begins to flow through the zero diodes. The connections are separated practically when the power is off.

The voltages used are of such magnitude that it also provides protection against contact with the connection element which is accessible at the end of the last vehicle unit must become. In a known embodiment, the electrical connections were provided with a hinged cover, which closes automatically when the vehicle units are uncoupled.

These hinged covers also electrically close off the pair of lines for the transmission of impulses: this is how they report to the locomotive the completed state. In the preliminary investigations, this closure system turned out to be unsuitable because the closing of the hinged lid was unsafe due to the dirt and icing occurring during railway operations.

In railway operations, the end of the train is designated in a well-known way: by tail light. The tail light grants the train's tail light, and shows the end of the train to the driver of the train following the train or to the die Personnel working along the tracks (i.e. whether no vehicle is missing from the train formation). The ability to control the prescribed functionality of the tail light is currently not guaranteed for the train driver.

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It is also known that the radio ability of the electrical line system of the electropneumatic brake This can be most effectively continuously controlled by a superimposed Ws ~ control pulse in the direct current actuation system is applied, which cannot, only close, via the large inductive impedance of the actuating coil via the capacitors located at the end of the train.

When working out our invention, we aimed to logically summarize the tasks listed so far, more complete satisfaction and thus the advantages that can be achieved to use as diverse as possible. The invention is explained on the basis of pictures:

Figure 1 shows the structure of the safety switching system for the coupling electrics of the AK of the whole Train.

Figure 2 shows the one in the train's tail light or individually for each car Circuit to be set up for the implementation of the safety switching system for the coupling electrics of the AK as an example according to our invention. .

Our safety switching system for the coupling electrics of the AK based on Figure 1:

The locomotive V contains the central unit KE, which primarily senses the current of the control circuit (perceives) and actuates the circuit of the quick release when the previously disconnected contacts are fully opened to ensure the currentless disconnection of the train units (wagon coders or groups of wagons). The part highlighted for the train driver this unit is the control unit on the locomotive driver's cab

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VKE, which contains the light and acoustic signal system necessary for the train driver, which system informs the train driver whether the supply voltage is available to him, whether the electrical system of the train set is under voltage, "whether the quick switch worked or not and whether the train rear light ensuring the train's rear light is on. One end or both ends of the motor vehicle V are provided with a connection CS1 which is permanently attached to it and which is connected to the central unit

The connections CSl are automatically or manually operated connected connections CS2 by means of vibrating cable L. ·

The connections CS1 and CS2 of the vehicles are among themselves completely identical structure: in this way, vehicles can be coupled to one another in any order and direction.

The connections CSl of the (non-powered) vehicles .VJ (wagons) are to the limit switches VK are changeover switches that either connect the line system of the non-powered vehicle VJ to the Connect the train termination unit or to the connection CSl which ensures the further connection.

An assembled train thus forms from the locomotive V to the VJn accommodated at the end of the last non-propelled vehicle Limit switch VK an uninterrupted line system that is completed by the train termination unit ZE. It is advisable to connect the limit switches VK to the actuation of the shut-off cock of the air brake system: in this way ' -When the shut-off valve is closed, the end of the collapsed Electrically locked train.

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As it was mentioned before, one wanted for control the unintentional separation of the train the locking of the hinged cover of the connection CS2 of the last non-powered vehicle Use VJn in which the pair of lines for pulse transmission was short-circuited by the hinged cover 1 On the one hand, this could not be achieved with sufficient certainty, on the other hand The short-circuiting of the pair of lines for pulse transmission also has its further electrical application as a result the transition resistance of uncertain size prevented; but this solution was also for safety reasons not suitable, as short circuits can also occur as a result of various errors that lead to the undesired state This can have the consequence that - since the switches VK are not provided either - the connection CS2 at the end of the train is also open State can come under tension.

In the context of the invention, it is proposed that the line pair for the impulse transmission - instead of the above-mentioned execution of short-circuiting - determined by a resistor Complete the size, continue to do so instead of closing the hinged lid of the last connection CS2, the resistance housed in the traction control unit increases simultaneously with the overturning of the last switch to the line pair for the pulse transmission connects. "'

The value of the resistor used in the context of the invention. lies between the short-circuit value and the value of the long Are the terminating resistance resulting from the current routing of the cables used, which are taken into account when using the line pair for pulse transmission for other purposes can be. It is a further advantage that the body connection of the line pair for the impulse transmission

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can be reported as an error for the engine driver and the control of the supplementary light can also be guaranteed.

It is useful that the switched-on train termination unit ZE, the termination capacitors of the electropneumatic system contains: this allows the elements used to complete the train to be combined in a logical construction unit will.

It is also useful that the train end unit ZE, especially during the transition periods with the train end light is combined. This combination (assembly) is an advantageous option. In this case it is advisable to assemble the traction unit assembled with the tail light according to the detailed circuit diagram in Figure 2. The traction unit ZE according to Figure 2 offers other advantages in addition to the advantages described above.

The Lfcitungspaar 1-2 ensures the supply voltage for the Automatics. The series circuit consisting of the resistor Rl and the incandescent lamp Ll is also connected to this line pair and the coil of relay J, in which series circuit the partial series circuit of the coil of relay J and the incandescent lamp Ll are stabilized by the ten-earth diodes Zl and Z2: in this way, the incandescent lamp Ll - fed by the central supply voltage - ensures the tail light when it is stabilized Tension.

The line pair 3-4 is intended for pulse transmission, it is terminated by the series connection of the resistors R2 and R3.

When the light bulb Ll lights up, the relay is picked up and in this case the contact of relay J3 closes Resistor R3 short.

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This circuit enables a corresponding signal circuit in the central unit KE on the control unit on the locomotive driver's cab VKE reports that the end of the train has been completed is or that the light bulb Ll lights up.

Line pairs 5-6 and 7-8 are the lines for. the electropneumatic brake system · to which the terminating capacitors are attached Cl and C2 connected; they close the control circuit of the braking system.

When the light bulb burns out Ll »- regardless of whether it is is found out by the driver or not - it is necessary to continue to ensure the train's tail light. This is done by the incandescent lamp L2, which is connected to the terminals of the resistor Rl, the diode D and the resistor R4 continuously accumulating battery A via contact J4 of relay J, which is closed in the non-energized state of relay J and connected via the switch K which was switched on when the terminating unit ZE was accommodated. This bulb L2 ensures the train's tail light until the bulb Ll is replaced by a new (fully functional) bulb.

The switch K is required when storing the traction unit, since this ensures that the battery A cannot discharge via the incandescent lamp L2.

The one with the resistor Ru in serves the same purpose Series connected diode D. Only the leakage current of the Zener diode Zl loads the battery A, this leakage current is but much smaller than the discharge current of battery A.

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Claims (3)

- li - D 5 - claims:. 1. Switching arrangement for the safety switching system for the ^ pplungselektrik of the AK of several vehicle units (VJl ... VJn) existing trains, suitably equipped with automatic couplings, which have one on the Motor vehicle (V) housed central unit (KE) and a control unit connected to this on the Locomotive driver's cab (VKE), at the ends of the vehicle units (VJl ... VJn) fixed first connections, i.e. Sockets (CSD, at one end with adapting connections, i.e. vibrating cables (L) provided with plugs, at the other end, these vibrating cables attached to each other Second connections are made automatically or manually, i.e. electrical inserts for the clutch electrics the AK (CS2), still on each vehicle unit (VJ). a the first connections (CSD in position I of the changeover switch (VK) connecting line system (VR.) and one in position (II) the changeover switch (VK) is connected to the end of the line system (VR) third connection, i.e. a socket for the combined train end unit (CS3) and at least one at the end of the last vehicle unit (VJn) Changeover switch (VK) via the third connection (CS3) connecting train terminal unit (ZE) has the latter characterized in that in the Train termination unit to the line pair (3-4) for the impulse transmission of the line system (VR) and to the electrical Line pairs (5-6 and 7-8) for actuating the brakes • Terminating impedances, specifically to the line pair (3-4) for the impulse transmission, ohmic resistance (R) is useful "■. - 12 - r \ η r \ I <■ »/ Λ η Λ Ρ and to the electrical wire pairs (5-6 and 7 ^ 8) for the actuation of the brakes suitably capacitors (C) are connected. 2. The embodiment of the switching arrangement according to claim point!, Characterized ge k 'e nnzeich that it with the built-in or portable tail light in one. Unit is built and attached to the feed line pair (1-2) of the line system (VR) the series connection of the first train tail light - light source (Ll), the coil of the Relay (J) and the resistor (Rl) is connected, furthermore that with the series connection from the first train tail light - Light source (Ll) and the relay (J) at least one element for stabilizing the voltage (Zl and Z2) is connected in series, as well as to the one part (R3) of the circuit for pulse transmission final, in two parts (R2 and R3) split resistance (R) of the normally open contacts (J3) of the relay is connected in parallel, further that to the feed line pair (1-2) of the line system (VR), the local battery (A), which is charged via the resistor (R4) and the diode (D) - and to this Battery (A) via the normally closed contact of the relay (JH) and via the switch (K) the second train tail light - light source (L2) are connected. 3. The embodiment of the switching arrangement according to claim 1 and 2, characterized in that that the portable Zugschlusseinheit in the circuit built without the installation of switches (VK) to the end of the last vehicle unit permanently installed socket (CSIn) - instead of the plug for oscillating cable (L) - to one is directly connected in a suitable manner. - 13 - 609842/0285 The embodiment of the switching arrangement according to claim * - point 1, characterized in that the operations of the housed on the vehicles Changeover switch (VK) on the shut-off devices of the air brake system the vehicle units are connected.