EP0711697A1 - Device for establishing the readiness for humping and/or coupling of track-bound vehicles - Google Patents

Device for establishing the readiness for humping and/or coupling of track-bound vehicles Download PDF

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Publication number
EP0711697A1
EP0711697A1 EP95250271A EP95250271A EP0711697A1 EP 0711697 A1 EP0711697 A1 EP 0711697A1 EP 95250271 A EP95250271 A EP 95250271A EP 95250271 A EP95250271 A EP 95250271A EP 0711697 A1 EP0711697 A1 EP 0711697A1
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EP
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Prior art keywords
vehicle
coupling
coupling elements
vehicles
signal
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Granted
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EP95250271A
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German (de)
French (fr)
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EP0711697B1 (en
Inventor
Wolfgang Dr. Talke
Martin Jung
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Siemens AG
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Siemens AG
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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
    • B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
    • B61G7/00—Details or accessories

Definitions

  • Track-side devices for automatic uncoupling of railway vehicles to be disconnected have therefore become known (DE-A1-38 19 388), in which a track-side ejector lifts the coupling eye of the respective suspended coupling from the coupling partner's coupling hook while two vehicles are passing.
  • the coupling must first be made ready for solution (so-called make-long), which continues to be done manually.
  • make-long The subsequent attachment of the coupling eyes and the subsequent tightening of the couplings (shortening) must also be carried out by hand.
  • the known device must have the speed of the freight cars when releasing the couplings and then return to a starting position. This requires a high level of technical effort and limits the permissible pull-off speed.
  • the object of the present invention is to provide a vehicle-side device for actuating the vehicle's own clutches, in particular for establishing the readiness to run, by means of which the clutch to be actuated can be reliably selected regardless of the orientation of the individual vehicles.
  • a device for producing the readiness to run and / or ready to couple of track-bound vehicles with a controllable coupling at each end of the vehicle, which is connected to an in-vehicle signal line via an identification unit, and with coupling elements for coupling the in-vehicle signal lines with Coupling elements and / or signal lines of adjacent vehicles to form two continuous signal paths, into which selection signals for selecting the clutches to be controlled can be fed in for all vehicles involved, the identification unit selecting those selection signals which are intended for the respective vehicle, and the coupling elements being arranged in this way and can be coupled that, regardless of the individual orientation of the vehicles seen in a reference direction, all rear clutches via the one signal path and all front clutches can be selected or controlled via the other signal path.
  • Control signals for transferring the couplings into a released and / or coupling-ready position can also preferably be fed into the signal paths.
  • the for the switching movements of the Clutches of necessary energy can be taken from a vehicle-side, preferably pneumatic, energy store, which is connected to a common compressed air supply line when the vehicles are coupled.
  • the vehicles can preferably be self-sufficient in terms of energy in that the vehicle-specific energy supply is provided by a generator or compressor with a connected energy store that is driven while driving via a vehicle axle.
  • An actuator for switching the clutch is preferably controlled electrically, the energy required for the actuator being able to be taken from an auxiliary power source on the vehicle.
  • the device can be used not only to bring the clutch into the butt position while the vehicle is being fed in, but also, through delayed execution of the control signal, for the subsequent establishment of the coupling readiness after the vehicle has, for example, passed into free operation in a maneuvering system.
  • a plausibility check can be used to determine the free running of the vehicle, which, for example, deduces a released brake from the venting of the brake energy store or signals the moment when the control paths are separated.
  • the coupling elements are arranged and can be coupled such that, seen in a reference direction (for example in the direction of travel), all the couplings of the same (for example front) vehicle ends on a common signal line formed by the vehicle Signal path are connected. Therefore, the individual orientation of the vehicle is not important. With a rotation of the vehicle by 180 ° (U-turn) z.
  • the signal paths each form a serial data bus, via which at least the selection signals are transmitted.
  • a major advantage of the invention is thus the possibility of a central feed of the selection signals for all vehicles involved. This feed-in can preferably take place via radio or the double locomotive.
  • the actual vehicle-specific control signals which are selected by means of the identification unit, can preferably also be fed to the selected clutch or its actuator system via the signal paths. Further information, for example waybill information, fault reports or shock sensor protocols, can preferably also be transmitted to the individual vehicles for storage and / or further processing via the common signal paths.
  • the coupling elements of each vehicle end are arranged symmetrically to a vertical plane (longitudinal section plane) containing the vehicle longitudinal axis and congruent with the coupling elements of the respective signal lines arranged at the other vehicle end. This results in a fully symmetrical arrangement of the coupling elements, so that they can interact directly with the coupling elements of the adjacent vehicles in both possible vehicle orientations without additional connecting means (e.g. cables).
  • a particularly robust embodiment of the device according to the invention provides that the coupling elements of a vehicle end are contained in a coupling plug which can preferably be coupled together with the controllable coupling of the respective coupling partner.
  • the coupling elements are electrical or optical connection elements.
  • the coupling elements can be coupled inductively.
  • the vehicle F shown in FIG. 1 is coupled to controllable automatic clutches ZAK1 at the first vehicle end E1 and ZAK2 at the second vehicle end E2 with clutches of neighboring vehicles, which are not shown in detail.
  • the clutches ZAK1, ZAK2 can be moved by an actuator A1, A2 in the ready state or in the ready state and in the butt position. Only the actuator A1 is explained in detail below, because the actuator A2 is constructed accordingly.
  • Energy supply lines L1 to L3 are used to supply power to the actuators A1, A2. When the vehicles are coupled, they are looped through all vehicles up to the locomotive and are supplied with energy there.
  • the necessary energy can be generated individually for the vehicle by the rolling movement of a wheel R driving a generator and / or compressor and the energy generated by it being stored in energy stores ES1, ES2.
  • the Actuator A1 takes the actuating energy required to change the clutch position from the energy store ES1, which is connected to the compressed air line L1 via a valve control V1 and a check valve RV.
  • the clutch ZAK1 is actuated by means of an actuator S1 which is articulated on the piston of an actuator cylinder Z1.
  • a relay R1 or an output circuit forwards control commands of a vehicle device FG on the output side to the valve control V1 in order to move the piston in the cylinder Z1 as required and thus actuate the clutch ZAK1.
  • the control commands for the clutch ZAK1 are transmitted via a first in-vehicle signal line SL1 (described in more detail below) and for the clutch ZAK2 via a second in-vehicle signal line SL2.
  • SL1 first in-vehicle signal line
  • SL2 second in-vehicle signal line
  • identification unit ID which only signals to the vehicle device FG or to the actuators A1, A2 via the signal lines SL1, SL2
  • Control of the clutches ZAK1, ZAK2 passes on, which are selected as intended for the vehicle F.
  • the selection can be made, for example, in that signals FSIG1, FSIG2 intended for vehicle F are provided with an identification identifier.
  • the identification unit compares this identifier with a vehicle-specific identifier (reference), for example the car number WN1.
  • a vehicle-specific identifier for example the car number WN1.
  • the signals FSIG1, FSIG2 can only be used to select the coupling of a vehicle to be addressed (selection signals) via the signal paths and signals for controlling the respective actuators can be transmitted via a separate, continuous data bus.
  • FIG. 2 schematically shows three vehicles F1, F2, F3 with the basic structure explained in FIG.
  • Each vehicle has coupling elements K12, K22 (F1), K11 ', K12', K21 'arranged symmetrically to a vertical plane (longitudinal sectional plane) LSE containing the vehicle longitudinal axis LA, K22 '(F2); K11 '', Kl2 '', K2l '', K22 '' (F3).
  • the coupling elements limit vehicle signal lines SL1, SL2; SL1 ', SL2'; SL1 '', SL2 '.
  • the coupling elements K21 'and K22' assigned to a vehicle's own signal line (e.g.
  • the coupling elements are designed as electrical connectors, so that, for example, the coupling element K22 'is electrically conductively connected to the corresponding coupling element K21''of the adjacent vehicle F3 in the coupled state.
  • the vehicle-specific signal lines SL1, SL1 ', SL1'' form a first signal path STP1, which runs through all the participating and coupled vehicles F1, F2, F3.
  • Signals SIG1, SIG2 for all vehicles F1, F2, F3 involved are fed centrally into the signal paths STP1, STP2.
  • the central feed-in STE can take place, for example, from a two-way locomotive, not shown, or a radio receiver.
  • the identification unit of the individual vehicles e.g. ID '; F2 selects the signals FSIG1, FSIG2 contained in the signals SIG1, SIG2, which e.g. B. are intended for the vehicle F2.
  • vehicle-specific control signals - which can be components of the signals FSIG1, FSIG2 - the actuators A1, A2 are activated as required in the manner described at the beginning.
  • the rear or front clutch can be selected via the selection signals FSIG1, FSIG2 on the signal paths and the action instructions can be transmitted to the previously selected actuators via a common (not shown) data bus.
  • the rear clutches ZAK1 ', ZAK1''seen in a reference direction A (for example the direction of travel) or their respective actuators are controlled via the one common signal path STP1.
  • the front clutches ZAK2, ZAK2 ', ZAK2''with respect to the reference direction A are selected or controlled via the other common signal path STP2. Due to the arrangement of the coupling elements, this is always guaranteed regardless of the orientation of the individual vehicles. As indicated in FIG.
  • the common signal path STP1 now contains the vehicle's own signal line SL2 '. Accordingly, the clutch ZAK2 ′, which is now rearward in the direction of travel, is selected and controlled as required.
  • the signal path STP2 now includes the signal line SL1 'corresponding to the vehicle F2.
  • FIG 3 shows an alternative embodiment of the coupling elements, wherein the two coupling elements of a vehicle end (e.g. E1 "of the vehicle F3) K21" or K11 "are arranged symmetrically to the longitudinal section plane LSE of the vehicle F3 or a coupling plug KS .
  • the coupling plugs of adjacent vehicles can be coupled together with their corresponding vehicle couplings.
  • the coupling plug KS can additionally have alignment elements AE for precise alignment with respect to the corresponding coupling plug KS of the adjacent vehicle.
  • the symmetrical arrangement of the coupling elements K11 ′′, K21 ′′ ensures that all the front and rear clutches can be controlled via a common signal path, regardless of the individual vehicle orientation.
  • the coupling elements can also be designed as optical or inductive connecting elements.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
  • Separation Of Suspended Particles By Flocculating Agents (AREA)
  • Lock And Its Accessories (AREA)
  • Arrangement And Mounting Of Devices That Control Transmission Of Motive Force (AREA)

Abstract

The train goods waggons are each provided with a controlled coupling (ZAK1',ZAK2') at each end (E1',E2'), coupled via an identification device (ID') to a signal line (SL1',Sl2'). The coupling of adjacent vehicles are coupled together, so that the signal lines provide two signal paths, the identification devices selecting the signal relating to each waggon. The coupling elements allow two signal paths for respective signal transmission directions to be provided, independent of the assembly orientation of the individual waggons.

Description

Um Fahrzeuge beispielsweise eines Guterzuges aus ihrem bisherigen Verband in Einzelfahrzeuge oder Fahrzeuggruppen zu vereinzeln und diese anschließend unterschiedlichen Zugbildungsgleisen einer Rangieranlage zuzuführen, werden die Fahrzeuge mittels einer Abdrücklokomotive in entkoppeltem Zustand über einen Ablaufberg gedrückt. Die Fahrzeuge rollen dann im freien Lauf über eine Verteilzone in die einzelnen Richtungsgleise. Besonders problematisch ist dabei das üblicherweise manuelle - und damit außerordentlich kostenintensive und unfallträchtige - Entschlauchen, Langmachen und Entkuppeln der Fahrzeuge nach einer Zerlegeliste und das Kuppeln und Schlauchen der Fahrzeuge von Hand in den Zugbildungsgleisen.In order to separate vehicles, for example, a freight train from their previous association, into individual vehicles or vehicle groups and then to feed these to different train formation tracks in a shunting system, the vehicles are pushed over a discharge mountain in a decoupled state by means of a push-off locomotive. The vehicles then roll freely over a distribution zone into the individual direction tracks. Particularly problematic is the usually manual - and therefore extremely cost-intensive and accident-prone - hose removal, lengthening and uncoupling of the vehicles according to a disassembly list and the coupling and hose coupling of the vehicles by hand in the train formation tracks.

Es sind daher streckenseitige Einrichtungen zum automatischen Entkuppeln zu trennender Eisenbahnfahrzeuge bekanntgeworden (DE-A1-38 19 388), bei denen ein gleisseitiger Auswerfer während des Vorüberlaufens zweier Fahrzeuge die Kupplungsöse der jeweils eingehängten Kupplung vom Kupplungshaken des Kupplungspartners abhebt. Dazu muß jedoch die Kupplung zuvor lö-sungsbereit gemacht werden (sog. Langmachen), was weiterhin manuell erfolgt. Auch das spätere Einhängen der Kupplungsösen und das anschließende Spannen der Kupplungen (Kurzmachen) muß weiterhin von Hand ausgeführt werden. Die bekannte Einrichtung muß beim Lösen der Kupplungen die Geschwindigkeit der Güterwagen haben und anschließend wieder in eine Ausgangsstellung zurückfahren. Dies erfordert hohen technischen Aufwand und begrenzt die zulässige Abdrückgeschwindigkeit.Track-side devices for automatic uncoupling of railway vehicles to be disconnected have therefore become known (DE-A1-38 19 388), in which a track-side ejector lifts the coupling eye of the respective suspended coupling from the coupling partner's coupling hook while two vehicles are passing. To do this, however, the coupling must first be made ready for solution (so-called make-long), which continues to be done manually. The subsequent attachment of the coupling eyes and the subsequent tightening of the couplings (shortening) must also be carried out by hand. The known device must have the speed of the freight cars when releasing the couplings and then return to a starting position. This requires a high level of technical effort and limits the permissible pull-off speed.

Aus der DE-A1-24 29 365 ist eine streckenseitige ortsfeste Einrichtung zum Lösen automatischer Kupplungen bekannt, die mit Mittelpufferkupplungen versehene vorüberlaufende Fahrzeuge entkuppelt, indem sich die Einrichtung zunächst in eine Arbeitsstellung erhebt, einen kupplungsseitigen Entriegelungshebel verschwenkt und sich dann wieder absenkt. Auch hier ist ein hoher steuerungstechnischer und sensorischer Aufwand zu betreiben, damit Fahrzeugverwechslungen und daraus resultierende fehlerhafte Entkupplungen vermieden werden.From DE-A1-24 29 365 a track-side stationary device for releasing automatic clutches is known, the passing vehicles provided with central buffer clutches uncoupled by first raising the device to a working position, pivoting a release lever on the clutch side and then lowering it again. Here, too, a high level of control and sensor effort is required to avoid confusing vehicles and the resulting faulty decoupling.

Die Aufgabe der vorliegenden Erfindung besteht in der Schaffung einer fahrzeugseitigen Einrichtung zum Betätigen der fahrzeugeigenen Kupplungen, insbesondere zum Herstellen der Ablaufbereitschaft, mittels derer unabhängig von der Orientierung der individuellen Fahrzeuge zuverlässig die zu betätigende Kupplung auswählbar ist.The object of the present invention is to provide a vehicle-side device for actuating the vehicle's own clutches, in particular for establishing the readiness to run, by means of which the clutch to be actuated can be reliably selected regardless of the orientation of the individual vehicles.

Diese Aufgabe wird erfindungsgemäß gelost durch eine Einrichtung zum Herstellen der Ablaufbereitschaft und/oder Kuppelbereitschaft von spurgebundenen Fahrzeugen, mit je einer steuerbaren Kupplung an jedem Fahrzeugende, die über eine Identifizierungseinheit jeweils an eine fahrzeugeigene Signalleitung angeschlossen ist, und mit Kopplungselementen zum Koppeln der fahrzeugeigenen Signalleitungen mit Kopplungselementen und/oder Signalleitungen benachbarter Fahrzeuge unter Bildung von zwei durchgehenden Signalpfaden, in die für alle beteiligten Fahrzeuge Auswahlsignale zur Auswahl der anzusteuernden Kupplungen einspeisbar sind, wobei die Identifizierungseinheit diejenigen Auswahlsignale selektiert, die für das jeweilige Fahrzeug bestimmt sind, und wobei die Kopplungselemente derart angeordnet und koppelbar sind, daß unabhängig von der individuellen Orientierung der Fahrzeuge in einer Bezugsrichtung gesehen alle hinteren Kupplungen über den einen Signalpfad und alle vorderen Kupplungen über den anderen Signalpfad auswählbar oder ansteuerbar sind.This object is achieved according to the invention by a device for producing the readiness to run and / or ready to couple of track-bound vehicles, with a controllable coupling at each end of the vehicle, which is connected to an in-vehicle signal line via an identification unit, and with coupling elements for coupling the in-vehicle signal lines with Coupling elements and / or signal lines of adjacent vehicles to form two continuous signal paths, into which selection signals for selecting the clutches to be controlled can be fed in for all vehicles involved, the identification unit selecting those selection signals which are intended for the respective vehicle, and the coupling elements being arranged in this way and can be coupled that, regardless of the individual orientation of the vehicles seen in a reference direction, all rear clutches via the one signal path and all front clutches can be selected or controlled via the other signal path.

Bevorzugt sind in die Signalpfade auch Steuersignale zum Überführen der Kupplungen in eine gelöste und/oder kuppelreife Stellung einspeisbar. Die für die Schaltbewegungen der Kupplungen notwendige Energie kann einem fahrzeugseitigen, vorzugsweise pneumatischen, Energiespeicher entnommen werden, der im gekuppelten Zustand der Fahrzeuge an einer gemeinsamen Druckluftversorgungsleitung liegt. Die Fahrzeuge können vorzugsweise energetisch autark sein, indem die fahrzeugindividuelle Energieversorgung durch einen während der Fahrt über eine Fahrzeugachse angetriebenen Generator oder Kompressor mit einem angeschlossenen Energiespeicher erfolgt. Die Steuerung eines Stellorgans zum Schalten der Kupplung geschieht vorzugsweise auf elektrischem Wege, wobei die für das Stellorgan benötigte Energie aus einer fahrzeugseitigen Hilfsenergiequelle entnommen werden kann. Die Einrichtung kann nicht nur zum Herbeifuhren der Kupplungs-Stoßstellung während des Fahrzeugzulaufs, sondern durch verzögerte Steuersignalausfuhrung auch zur anschließenden Herstellung der Kuppelbereitschaft dienen, nachdem das Fahrzeug z.B. in den freien Ablauf in einer Rangieranlage übergegangen ist. Zur Feststellung des freien Fahrzeugslaufs kann eine Plausibilitätsprüfung dienen, die beispielsweise aus der Entlüftung des Bremsenergiespeichers auf eine gelöste Bremse schließt oder den Augenblick der Trennung der Steuerpfade signalisiert.Control signals for transferring the couplings into a released and / or coupling-ready position can also preferably be fed into the signal paths. The for the switching movements of the Clutches of necessary energy can be taken from a vehicle-side, preferably pneumatic, energy store, which is connected to a common compressed air supply line when the vehicles are coupled. The vehicles can preferably be self-sufficient in terms of energy in that the vehicle-specific energy supply is provided by a generator or compressor with a connected energy store that is driven while driving via a vehicle axle. An actuator for switching the clutch is preferably controlled electrically, the energy required for the actuator being able to be taken from an auxiliary power source on the vehicle. The device can be used not only to bring the clutch into the butt position while the vehicle is being fed in, but also, through delayed execution of the control signal, for the subsequent establishment of the coupling readiness after the vehicle has, for example, passed into free operation in a maneuvering system. A plausibility check can be used to determine the free running of the vehicle, which, for example, deduces a released brake from the venting of the brake energy store or signals the moment when the control paths are separated.

Wahrend bei den eingangs genannten bekannten streckenseitigen Einrichtungen eine zuverlässige Identifizierung der zu lösenden Kupplung mit hochwertigen und aufwendigen Sensoren oder durch die üblicherweise vorab vorzunehmenden manuellen Handlungen erfolgen muß, ist bei der erfindungsgemäßen Einrichtung durch die Anordnung und Ausbildung der Kopplungselemente eine korrekte Auswahl der anzusteuernden Kupplung - ohne Kenntnis und Übermittlung der individuellen Faurzeugorientierung - automatisch gewahrleistet. Dazu sind nach einem wesentlichen Aspekt der vorliegenden Erfindung die Kopplungselemente derart angeordnet und koppelbar, daß in einer Bezugsrichtung (z. B. in Fahrtrichtung) gesehen alle Kupplungen der gleichen (z. B. vorderen) Fahrzeugenden an einem gemeinsamen, von den fahrzeugeigenen Signalleitungen gebildeten Signalpfad angeschlossen sind. Deshalb kommt es nicht auf die individuelle Orientierung des Fahrzeugs an. Bei einer Drehung des Fahrzeugs um 180° (Kehrtwende) ist z. B. nunmehr die bisher dem Signalpfad für die bisherige hintere Kupplung zugeordnete Signalleitung Bestandteil des Signalpfads für die vorderen Kupplungen. Durch die vorgegebene geometrische Zuordnung der Kopplungselemente wird dadurch zwangsweise die Fahrzeugorientierung bei der Übermittlung der Auswahlsignale und ggf. auch der Steuersignale berücksichtigt. Die Signalpfade bilden je einen seriellen Datenbus, über den zumindest die Auswahlsignale übermittelt werden. Ein wesentlicher Vorteil der Erfindung besteht damit in der Möglichkeit einer zentralen Einspeisung der Auswahlsignale für alle beteiligten Fahrzeuge. Diese Einspeisung kann vorzugsweise über Funk oder die Beidrücklok erfolgen. Bevorzugt können über die Signalpfade auch die eigentlichen fahrzeugindividuellen Steuersignale, die mittels der Identifizierungseinheit selektiert werden, der ausgewählten Kupplung bzw. deren Aktorik zugeführt werden. Vorzugsweise können den einzelnen Fahrzeugen über die gemeinsamen Signalpfade auch weitere Informationen, beispielsweise Frachtbriefinformationen, Störungsmeldungen oder Stoßsensorprotokolle zur Speicherung und/oder Weiterverarbeitung übermittelt werden.While in the known trackside devices mentioned at the outset, reliable identification of the clutch to be released with high-quality and complex sensors or through the manual actions usually to be carried out in advance must be carried out in the device according to the invention by the arrangement and design of the coupling elements, a correct selection of the clutch to be controlled - without knowledge and communication of the individual vehicle orientation - automatically guaranteed. For this purpose, according to an essential aspect of the present invention, the coupling elements are arranged and can be coupled such that, seen in a reference direction (for example in the direction of travel), all the couplings of the same (for example front) vehicle ends on a common signal line formed by the vehicle Signal path are connected. Therefore, the individual orientation of the vehicle is not important. With a rotation of the vehicle by 180 ° (U-turn) z. B. now the signal path previously assigned to the signal path for the previous rear clutch is part of the signal path for the front clutches. As a result of the predetermined geometric assignment of the coupling elements, the vehicle orientation is inevitably taken into account in the transmission of the selection signals and possibly also the control signals. The signal paths each form a serial data bus, via which at least the selection signals are transmitted. A major advantage of the invention is thus the possibility of a central feed of the selection signals for all vehicles involved. This feed-in can preferably take place via radio or the double locomotive. The actual vehicle-specific control signals, which are selected by means of the identification unit, can preferably also be fed to the selected clutch or its actuator system via the signal paths. Further information, for example waybill information, fault reports or shock sensor protocols, can preferably also be transmitted to the individual vehicles for storage and / or further processing via the common signal paths.

Für ein vollautomatisches Herstellen der Ablaufbereitschaft und/oder Kuppelbereitschaft sind die Kopplungselemente jedes Fahrzeugendes symmetrisch zu einer die Fahrzeuglängsachse enthaltenden vertikalen Ebene (Längsschnittebene) angeordnet und kongruieren mit den jeweils am anderen Fahrzeugende angeordneten Kopplungselementen der jeweiligen Signalleitungen. Damit ergibt sich eine vollsymmetrische Anordnung der Kopplungselemente, so daß diese in beiden möglichen Fahrzeugorientierungen ohne zusätzliche Verbindungsmittel (z. B. Kabel) unmittelbar mit den Kopplungselementen der benachbarten Fahrzeuge zusammenwirken können.For fully automatic production of the readiness to run and / or readiness for coupling, the coupling elements of each vehicle end are arranged symmetrically to a vertical plane (longitudinal section plane) containing the vehicle longitudinal axis and congruent with the coupling elements of the respective signal lines arranged at the other vehicle end. This results in a fully symmetrical arrangement of the coupling elements, so that they can interact directly with the coupling elements of the adjacent vehicles in both possible vehicle orientations without additional connecting means (e.g. cables).

Eine besonders robuste Ausführung der erfindungsgemäßen Einrichtung sieht vor, daß die Kopplungselemente eines Fahrzeugendes in einem Kopplungsstecker enthalten sind, der vorzugsweise zusammen mit der steuerbaren Kupplung des jeweiligen Kupplungspartners koppelbar ist.A particularly robust embodiment of the device according to the invention provides that the coupling elements of a vehicle end are contained in a coupling plug which can preferably be coupled together with the controllable coupling of the respective coupling partner.

Für eine fehlerfreie Signalübertragung auf den Signalpfaden sieht eine besonders robuste und störungsunanfällige Ausbildung der Einrichtung vor, daß die Kopplungselemente elektrische oder optische Verbindungselemente sind. Bei einer gegen Verschmutzungen äußerst unempfindlichen Ausgestaltung der erfindungsgemäßen Einrichtung sind die Kopplungselemente induktiv koppelbar.For error-free signal transmission on the signal paths, a particularly robust and fault-resistant design of the device provides that the coupling elements are electrical or optical connection elements. In the case of a configuration of the device according to the invention which is extremely insensitive to contamination, the coupling elements can be coupled inductively.

Die Erfindung wird nachfolgend anhand einer Zeichnung beispielhaft weiter erläutert; es zeigen:

  • Figur 1 ein zweiachsiges Eisenbahnfahrzeug,
  • Figur 2 mehrere gekuppelte Fahrzeuge und
  • Figur 3 einen Kopplungsstecker.
The invention is further explained below using a drawing as an example; show it:
  • FIG. 1 shows a two-axle rail vehicle,
  • Figure 2 several coupled vehicles and
  • Figure 3 shows a coupling plug.

Das in Figur 1 gezeigte Fahrzeug F ist über steuerbare automatische Kupplungen ZAK1 am ersten Fahrzeugende E1 und ZAK2 am zweiten Fahrzeugende E2 mit Kupplungen nicht näher dargestellter benachbarter Fahrzeuge gekuppelt. Die Kupplungen ZAK1, ZAK2 lassen sich durch eine Aktorik A1, A2 in Kuppelbereitschaft oder in Ablaufbereitschaft und Stoßstellung bewegen. Nachfolgend wird nur die Aktorik A1 detailliert erläutert, weil die Aktorik A2 entsprechend aufgebaut ist. Zur Energieversorgung der Aktorik A1, A2 dienen Energieversorgungsleitungen L1 bis L3, die im gekuppelten Zustand der Fahrzeuge durch alle Fahrzeuge bis hin zur Ahdrücklok geschleift sind und die dort mit Energie versorgt werden. Alternativ kann die notwendige Energie fahrzeugindividuell erzeugt werden, indem die Rollbewegung eines Rades R einen Generator und/oder Kompressor antreibt und von diesem erzeugte Energie in Energiespeichern ES1, ES2 gespeichert wird. Die zur Veränderung der Kupplungsstellung benötigte Stellenergie entnimmt die Aktorik A1 dem Energiespeicher ES1, der über eine Ventilsteuerung V1 und ein Rückschlagventil RV an die Druckluftleitung L1 angeschlossen ist. Die Betätigung der Kupplung ZAK1 geschieht mittels eines Stellorgans S1, das an den Kolben eines Stellzylinders Z1 angelenkt ist. Ein Relais R1 oder eine Ausgabeschaltung gibt ausgangsseitige Steuerbefehle eines Fahrzeugeräts FG an die Ventilsteuerung V1 weiter, um den Kolben im Zylinder Z1 bedarfsweise zu bewegen und damit die Kupplung ZAK1 zu betätigen. Die Ansteuerbefehle für die Kupplung ZAK1 werden über eine erste (nachfolgend näher beschriebene) fahrzeugeigene Signalleitung SL1 und für die Kupplung ZAK2 über eine zweite fahrzeugeigene Signalleitung SL2 übermittelt. In dem Fahrzeuggerät FG ist eine für sich bekannte (Technische Rundschau, CH, 15/91, Seiten 116 bis 119) Identifizierungseinheit ID vorgesehen, die nur diejenigen über die Signalleitungen SL1, SL2 anliegenden Signale zum Fahrzeuggerät FG oder an die Aktoren A1, A2 zur Steuerung der Kupplungen ZAK1, ZAK2 weiterleitet, die als für das Fahrzeug F bestimmt selektiert werden. Die Selektion kann beispielsweise dadurch erfolgen, daß für das Fahrzeug F bestimmte Signale FSIG1, FSIG2 mit einer Identifizierungskennung versehen sind. Die Identifizierungseinheit vergleicht diese Kennung mit einer fahrzeugspezifischen Kennung (Referenz), beispielsweise der Wagennummer WN1. Grundsätzlich können die Signale FSIG1, FSIG2 nur zur Auswahl der anzusprechenden Kupplung eines Fahrzeugs (Auswahlsignale) über die Signalpfade dienen und Signale zur Steuerung der jeweiligen Aktorik über einen separaten durchgehenden Datenbus übertragen werden.The vehicle F shown in FIG. 1 is coupled to controllable automatic clutches ZAK1 at the first vehicle end E1 and ZAK2 at the second vehicle end E2 with clutches of neighboring vehicles, which are not shown in detail. The clutches ZAK1, ZAK2 can be moved by an actuator A1, A2 in the ready state or in the ready state and in the butt position. Only the actuator A1 is explained in detail below, because the actuator A2 is constructed accordingly. Energy supply lines L1 to L3 are used to supply power to the actuators A1, A2. When the vehicles are coupled, they are looped through all vehicles up to the locomotive and are supplied with energy there. Alternatively, the necessary energy can be generated individually for the vehicle by the rolling movement of a wheel R driving a generator and / or compressor and the energy generated by it being stored in energy stores ES1, ES2. The Actuator A1 takes the actuating energy required to change the clutch position from the energy store ES1, which is connected to the compressed air line L1 via a valve control V1 and a check valve RV. The clutch ZAK1 is actuated by means of an actuator S1 which is articulated on the piston of an actuator cylinder Z1. A relay R1 or an output circuit forwards control commands of a vehicle device FG on the output side to the valve control V1 in order to move the piston in the cylinder Z1 as required and thus actuate the clutch ZAK1. The control commands for the clutch ZAK1 are transmitted via a first in-vehicle signal line SL1 (described in more detail below) and for the clutch ZAK2 via a second in-vehicle signal line SL2. In the vehicle device FG there is a known (Technische Rundschau, CH, 15/91, pages 116 to 119) identification unit ID, which only signals to the vehicle device FG or to the actuators A1, A2 via the signal lines SL1, SL2 Control of the clutches ZAK1, ZAK2 passes on, which are selected as intended for the vehicle F. The selection can be made, for example, in that signals FSIG1, FSIG2 intended for vehicle F are provided with an identification identifier. The identification unit compares this identifier with a vehicle-specific identifier (reference), for example the car number WN1. Basically, the signals FSIG1, FSIG2 can only be used to select the coupling of a vehicle to be addressed (selection signals) via the signal paths and signals for controlling the respective actuators can be transmitted via a separate, continuous data bus.

Figur 2 zeigt schematisch in Aufsicht drei Fahrzeuge F1, F2, F3 mit dem in Figur 1 erläuterten prinzipiellen Aufbau. Jedes Fahrzeug weist symmetrisch zu einer die Fahrzeuglängsachse LA enthaltenden vertikalen Ebene (Längsschnittebene) LSE angeordnete Kopplungselemente K12, K22 (F1), K11', K12', K21', K22' (F2); K11'', Kl2'', K2l'', K22'' (F3) auf. Die Kopplungselemente begrenzen zwischen ihnen verlaufende fahrzeugeigene Signalleitungen SL1, SL2; SL1', SL2'; SL1'', SL2''. Die einer fahrzeugeigenen Signalleitung (z. B. SL2') zugeordneten Kopplungselemente K21' und K22' sind bezüglich der Fahrzeugenden E1', E2' bzw. der Fahrzeugstirnflächen kongruent und damit fluchtend angeordnet. Die Kopplungselemente sind als elektrische Steckverbinder ausgebildet, so daß z.B. das Kopplungselement K22' mit dem korrespondierenden Kopplungselement K21'' des benachbarten Fahrzeugs F3 im gekoppelten Zustand elektrisch leitend verbunden ist. Dadurch bilden die fahrzeugindividuellen Signalleitungen SL1, SL1', SL1'' einen ersten Signalpfad STP1, der alle beteiligten und gekuppelten Fahrzeuge F1, F2, F3 durchzieht. Entsprechend bilden die Signalleitungen SL2, SL2', SL2'' einen zweiten Signalpfad STP2, der in entsprechender Weise die Fahrzeuge durchzieht. In die Signalpfade STP1, STP2 sind Signale SIG1, SIG2 für alle beteiligten Fahrzeuge F1, F2, F3 zentral eingespeist. Die zentrale Einspeisung STE kann beispielsweise von einer nicht gezeigten Beidrücklokomotive oder einem Funkempfänger erfolgen. Die Identifizierungseinheit der einzelnen Fahrzeuge (z. B. ID'; F2) selektiert dabei die in den Signalen SIG1, SIG2 enthaltenen Signale FSIG1, FSIG2, die z. B. für das Fahrzeug F2 bestimmt sind. Aufgrund fahrzeugspezifischer Steuersignale - die Bestandteile der Signale FSIG1, FSIG2 sein können - wird bedarfsweise die Aktorik A1, A2 in der eingangs beschriebenen Weise angesteuert. Es kann aber auch nur die Auswahl der hinteren oder vorderen Kupplung über die Auswahlsignale FSIG1, FSIG2 auf den Signalpfaden erfolgen und die Aktionsanweisungen an die vorab ausgewählte Aktorik über einen gemeinsamen (nicht dargestellten) Datenbus übermittelt werden.FIG. 2 schematically shows three vehicles F1, F2, F3 with the basic structure explained in FIG. Each vehicle has coupling elements K12, K22 (F1), K11 ', K12', K21 'arranged symmetrically to a vertical plane (longitudinal sectional plane) LSE containing the vehicle longitudinal axis LA, K22 '(F2); K11 '', Kl2 '', K2l '', K22 '' (F3). The coupling elements limit vehicle signal lines SL1, SL2; SL1 ', SL2'; SL1 '', SL2 ''. The coupling elements K21 'and K22' assigned to a vehicle's own signal line (e.g. SL2 ') are congruent with respect to the vehicle ends E1', E2 'or the vehicle end faces and thus aligned. The coupling elements are designed as electrical connectors, so that, for example, the coupling element K22 'is electrically conductively connected to the corresponding coupling element K21''of the adjacent vehicle F3 in the coupled state. As a result, the vehicle-specific signal lines SL1, SL1 ', SL1''form a first signal path STP1, which runs through all the participating and coupled vehicles F1, F2, F3. Accordingly, the signal lines SL2, SL2 ', SL2''form a second signal path STP2, which runs through the vehicles in a corresponding manner. Signals SIG1, SIG2 for all vehicles F1, F2, F3 involved are fed centrally into the signal paths STP1, STP2. The central feed-in STE can take place, for example, from a two-way locomotive, not shown, or a radio receiver. The identification unit of the individual vehicles (e.g. ID '; F2) selects the signals FSIG1, FSIG2 contained in the signals SIG1, SIG2, which e.g. B. are intended for the vehicle F2. On the basis of vehicle-specific control signals - which can be components of the signals FSIG1, FSIG2 - the actuators A1, A2 are activated as required in the manner described at the beginning. However, only the rear or front clutch can be selected via the selection signals FSIG1, FSIG2 on the signal paths and the action instructions can be transmitted to the previously selected actuators via a common (not shown) data bus.

Die in einer Bezugsrichtung A (beispielsweise Fahrtrichtung) gesehen hinteren Kupplungen ZAK1', ZAK1'' bzw. deren jeweilige Aktoren werden über den einen gemeinsamen Signalpfad STP1 angesteuert. Entsprechend werden die hinsichtlich der Bezugsrichtung A jeweils vorderen Kupplungen ZAK2, ZAK2', ZAK2'' über den anderen gemeinsamen Signalpfad STP2 ausgewählt oder angesteuert. Aufgrund der Anordnung der Kopplungselemente bleibt dies unabhängig von der Orientierung der einzelnen Fahrzeuge stets gewährleistet. Wie in Figur 2 angedeutet, würde nämlich eine in Pfeilrichtung B vorgenommene Drehung des Fahrzeugs F2 um 180° (Kehrtwende) dazu führen, daß nunmehr dessen Koppelelement K11' mit dem Koppelelement K21'' des Fahrzeugs F3, das Koppelelement K21' mit dem Koppelelement K11'' des Fahrzeugs F3, das Koppelelement K12' mit dem Koppelelement K22 des Fahrzeugs F1 und das Koppelelement K22' mit dem Koppelelement K12 des Fahrzeugs F1 gekoppelt ist. Gleichzeitig bildet nunmehr die ursprünglich in Fahrtrichtung A vordere Kupplung ZAK2' die hintere Kupplung des Fahrzeugs F2 und entsprechend die Kupplung ZAK1' nun die vordere Kupplung. Dadurch ist auch weiterhin gewährleistet, daß in Fahrtrichtung A alle hinteren Kupplungen (jetzt) ZAK2' und ZAK1'' weiterhin über den gemeinsamen ersten Signalpfad STP1 angesteuert werden. Entsprechend werden alle vorderen Kupplungen ZAK2, (jetzt) ZAK1', ZAK2'' über den gemeinsamen anderen Signalpfad STP2 angesteuert. Der gemeinsame Signalpfad STP1 enthält hinsichtlich des Fahrzeugs F2 nunmehr die fahrzeugeigene Signalleitung SL2'. Demgemäß wird über diese die in Fahrtrichtung nunmehr hintere Kupplung ZAK2' ausgewählt und bedarfsweise angesteuert. Der Signalpfad STP2 umfaßt entsprechend hinsichtlich des Fahrzeugs F2 nun die Signalleitung SL1'.The rear clutches ZAK1 ', ZAK1''seen in a reference direction A (for example the direction of travel) or their respective actuators are controlled via the one common signal path STP1. Correspondingly, the front clutches ZAK2, ZAK2 ', ZAK2''with respect to the reference direction A are selected or controlled via the other common signal path STP2. Due to the arrangement of the coupling elements, this is always guaranteed regardless of the orientation of the individual vehicles. As indicated in FIG. 2, a rotation of the vehicle F2 in the direction of arrow B by 180 ° (U-turn) would now result in its coupling element K11 'with the coupling element K21''of the vehicle F3, the coupling element K21' with the coupling element K11 '' of the vehicle F3, the coupling element K12 'is coupled to the coupling element K22 of the vehicle F1 and the coupling element K22' is coupled to the coupling element K12 of the vehicle F1. At the same time, the clutch ZAK2 'originally in the direction of travel A now forms the rear clutch of the vehicle F2 and, accordingly, the clutch ZAK1' now forms the front clutch. This also ensures that all rear clutches (now) ZAK2 'and ZAK1''continue to be controlled in the direction of travel A via the common first signal path STP1. Accordingly, all front clutches ZAK2, (now) ZAK1 ', ZAK2''are controlled via the common other signal path STP2. With regard to the vehicle F2, the common signal path STP1 now contains the vehicle's own signal line SL2 '. Accordingly, the clutch ZAK2 ′, which is now rearward in the direction of travel, is selected and controlled as required. The signal path STP2 now includes the signal line SL1 'corresponding to the vehicle F2.

Figur 3 zeigt eine alternative Ausgestaltungsmöglichkeit der Kopplungselemente, wobei jeweils die beiden Kopplungselemente eines Fahrzeugendes (z. B. E1'' des Fahrzeugs F3) K21'' bzw. K11'' symmetrisch zur Längsschnittebene LSE des Fahrzeugs F3 bzw. eines Kopplungssteckers KS angeordnet sind. Die Kopplungsstecker benachbarter Fahrzeuge sind zusammen mit ihren korrespondierenden Fahrzeugkupplungen koppelbar. Der Kopplungsstecker KS kann zusätzlich Ausrichtelemente AE zur präzisen Ausrichtung bezüglich des korrespondierenden Kopplungssteckers KS des benachbarten Fahrzeugs aufweisen. Auch hier ist durch die symmetrische Anordnung der Koppelelemente K11'', K21'' die vorstehend beschriebene, von der individuellen Fahrzeugorientierung unabhängige Ansteuerbarkeit aller vorderen bzw. hinteren Kupplungen über jeweils einen gemeinsamen Signalpfad gewährleistet. Die Kopplungselemente können auch als optische oder induktive Verbindungselemente ausgestaltet sein.Figure 3 shows an alternative embodiment of the coupling elements, wherein the two coupling elements of a vehicle end (e.g. E1 "of the vehicle F3) K21" or K11 "are arranged symmetrically to the longitudinal section plane LSE of the vehicle F3 or a coupling plug KS . The coupling plugs of adjacent vehicles can be coupled together with their corresponding vehicle couplings. The coupling plug KS can additionally have alignment elements AE for precise alignment with respect to the corresponding coupling plug KS of the adjacent vehicle. Here too, the symmetrical arrangement of the coupling elements K11 ″, K21 ″ ensures that all the front and rear clutches can be controlled via a common signal path, regardless of the individual vehicle orientation. The coupling elements can also be designed as optical or inductive connecting elements.

Claims (7)

Einrichtung zum Herstellen der Ablaufbereitschaft und/oder Kuppelbereitschaft von spurgebundenen Fahrzeugen, - mit je einer steuerbaren Kupplung (ZAK1',ZAK2') an jedem Fahrzeugende (E1,E2), die über eine Identifizierungseinheit (ID') jeweils an eine fahrzeugeigene Signalleitung (SL1',SL2') angeschlossen ist, und - mit Kopplungselementen (K11' bis K22') zum Koppeln der fahrzeugeigenen Signalleitungen (SL1',SL2') mit Kopplungselementen (K11'' bis K22'') und/oder Signalleitungen (SL1'',SL2'') benachbarter Fahrzeuge (F3) unter Bildung von zwei durchgehenden Signalpfaden (STP1,STP2), in die für alle beteiligten Fahrzeuge (F1,F2,F3) Auswahlsignale (SIG1,SIG2) zur Auswahl der anzusteuernden Kupplungen einspeisbar sind, - wobei die Identifizierungseinheit (ID) diejenigen Auswahlsignale (FSIG1,FSIG2) selektiert, die für das jeweilige Fahrzeug (F2) bestimmt sind, und - wobei die Kopplungselemente (K12,K22;K1'K21') derart angeordnet und koppelbar sind, daß unabhängig von der individuellen Orientierung der Fahrzeuge (F2) in einer Bezugsrichtung (A) gesehen alle hinteren Kupplungen (ZAK1',ZAK1'') über den einen Signalpfad (STP1) und alle vorderen Kupplungen (ZAK2,ZAK2',ZAK2'') über den anderen Signalpfad (STP2) auswählbar oder ansteuerbar sind. Device for establishing the readiness to run and / or the readiness for coupling of track-bound vehicles, - With a controllable coupling (ZAK1 ', ZAK2') at each vehicle end (E1, E2), which is connected to an in-vehicle signal line (SL1 ', SL2') via an identification unit (ID '), and - With coupling elements (K11 'to K22') for coupling the vehicle's own signal lines (SL1 ', SL2') with coupling elements (K11 '' to K22 '') and / or signal lines (SL1 '', SL2 '') of neighboring vehicles (F3 ) forming two continuous signal paths (STP1, STP2) into which selection signals (SIG1, SIG2) can be fed for all vehicles involved (F1, F2, F3) to select the clutches to be controlled, - The identification unit (ID) selects those selection signals (FSIG1, FSIG2) that are intended for the respective vehicle (F2), and - The coupling elements (K12, K22; K1'K21 ') are arranged and can be coupled such that, regardless of the individual orientation of the vehicles (F2) in a reference direction (A), all rear clutches (ZAK1', ZAK1 '') are seen one signal path (STP1) and all front clutches (ZAK2, ZAK2 ', ZAK2'') can be selected or controlled via the other signal path (STP2). Einrichtung nach Anspruch 1,
dadurch gekennzeichnet, daß
in die Signalpfade (STP1,STP2) auch Steuersignale zum Überfuhren der Kupplungen in eine gelöste und/oder kuppelreife Stellung einspeisbar sind.Device according to claim 1,
characterized in that
Control signals for transferring the couplings into a released and / or coupling-ready position can also be fed into the signal paths (STP1, STP2). Einrichtung nach Anspruch 1 oder 2,
dadurch gekennzeichnet, daß
die Kopplungselemente (K11';K21') jedes Fahrzeugendes (E1) symmetrisch zu einer die Fahrzeuglängsachse (LA) enthaltenden vertikalen Ebene (Längsschnittebene) (LSE) angeordnet sind und mit den am anderen Fahrzeugende (E2) angeordneten Kopplungselementen (K12',K22') der jeweiligen Signalleitungen kongruieren.Device according to claim 1 or 2,
characterized in that
the coupling elements (K11 ';K21') of each vehicle end (E1) symmetrical to one containing the vehicle longitudinal axis (LA) vertical plane (longitudinal section plane) (LSE) and are congruent with the coupling elements (K12 ', K22') of the respective signal lines arranged at the other end of the vehicle (E2). Einrichtung nach Anspruch 3,
dadurch gekennzeichnet, daß
die Kopplungselemente (K11'',K21'') eines Fahrzeugendes (E1'') in einem Kopplungsstecker (KS) enthalten sind.Device according to claim 3,
characterized in that
the coupling elements (K11 '', K21 '') of a vehicle end (E1 '') are contained in a coupling plug (KS). Einrichtung nach einem der vorangehenden Ansprüchen,
dadurch gekennzeichnet, daß
die Kopplungselemente (K11 bis K22'') elektrische Verbindungselemente sind.Device according to one of the preceding claims,
characterized in that
the coupling elements (K11 to K22 '') are electrical connecting elements. Einrichtung nach einem der Ansprüche 1 bis 4,
dadurch gekennzeichnet, daß
die Kopplungselemente (K11 bis K22'') optische Verbindungselemente sind.Device according to one of claims 1 to 4,
characterized in that
the coupling elements (K11 to K22 '') are optical connecting elements. Einrichtung nach einem der Ansprüche 1 bis 4,
dadurch gekennzeichnet, daß
die Kopplungselemente (K11 bis K22'') induktiv koppelbar sind.Device according to one of claims 1 to 4,
characterized in that
the coupling elements (K11 to K22 '') can be coupled inductively.
EP95250271A 1994-11-09 1995-11-06 Device for establishing the readiness for humping and/or coupling of track-bound vehicles Expired - Lifetime EP0711697B1 (en)

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DE4441396A DE4441396C1 (en) 1994-11-09 1994-11-09 Goods train signal transmission coupling system
DE4441396 1994-11-09

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EP0711697A1 true EP0711697A1 (en) 1996-05-15
EP0711697B1 EP0711697B1 (en) 1999-07-28

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DE59506462D1 (en) 1999-09-02
EP0711697B1 (en) 1999-07-28
ATE182534T1 (en) 1999-08-15
DK0711697T3 (en) 2000-03-06
ES2135658T3 (en) 1999-11-01
DE4441396C1 (en) 1996-02-22

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