EP0725744A1 - Device for readying a railway vehicle for uncoupling or coupling - Google Patents
Device for readying a railway vehicle for uncoupling or couplingInfo
- Publication number
- EP0725744A1 EP0725744A1 EP94930933A EP94930933A EP0725744A1 EP 0725744 A1 EP0725744 A1 EP 0725744A1 EP 94930933 A EP94930933 A EP 94930933A EP 94930933 A EP94930933 A EP 94930933A EP 0725744 A1 EP0725744 A1 EP 0725744A1
- Authority
- EP
- European Patent Office
- Prior art keywords
- vehicle
- vehicles
- coupling
- energy
- clutch
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
Links
- 238000010168 coupling process Methods 0.000 title claims abstract description 50
- 238000005859 coupling reaction Methods 0.000 title claims abstract description 50
- 230000008878 coupling Effects 0.000 title claims abstract description 49
- 230000005540 biological transmission Effects 0.000 claims description 14
- 230000003137 locomotive effect Effects 0.000 claims description 11
- 101100268057 Dictyostelium discoideum zakA gene Proteins 0.000 claims description 5
- 230000015572 biosynthetic process Effects 0.000 claims description 5
- 230000001419 dependent effect Effects 0.000 claims description 5
- 238000000034 method Methods 0.000 claims description 5
- 238000009423 ventilation Methods 0.000 claims description 4
- 230000009471 action Effects 0.000 claims description 2
- 238000004146 energy storage Methods 0.000 claims description 2
- 238000011156 evaluation Methods 0.000 claims description 2
- 238000004519 manufacturing process Methods 0.000 claims description 2
- 238000001514 detection method Methods 0.000 claims 1
- 238000012544 monitoring process Methods 0.000 claims 1
- 230000008569 process Effects 0.000 description 3
- 101100268058 Dictyostelium discoideum zak2 gene Proteins 0.000 description 2
- 238000000926 separation method Methods 0.000 description 2
- 230000007704 transition Effects 0.000 description 2
- 241000876466 Varanus bengalensis Species 0.000 description 1
- 230000008859 change Effects 0.000 description 1
- 230000003111 delayed effect Effects 0.000 description 1
- 238000009826 distribution Methods 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 230000005484 gravity Effects 0.000 description 1
- 230000006698 induction Effects 0.000 description 1
- 230000001939 inductive effect Effects 0.000 description 1
- 230000003993 interaction Effects 0.000 description 1
- 238000003825 pressing Methods 0.000 description 1
- 238000004904 shortening Methods 0.000 description 1
- 230000008054 signal transmission Effects 0.000 description 1
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
- B61G7/00—Details or accessories
-
- 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
Definitions
- the invention relates to a device according to the preamble of claim 1.
- the division of the vehicles of a freight train into individual vehicles or groups of vehicles which are to be assigned to different destination stations takes place regularly in shunting systems in which the freight wagons assigned to the same destination station are put together to form new freight trains.
- the freight wagons must be separated from the freight wagons destined for other destination stations and then fed to their respective train formation track; this is preferably done in gravity maneuvering systems, in which the vehicles are pressed in a decoupled state over a drain mountain by means of a forcing locomotive, in order to then run freely into the individual train formation tracks via a distribution zone.
- a big problem is the uncoupling of the vehicles before the actual pulling-off process and the coupling of the expired vehicles in the train formation tracks.
- the vehicles are uncoupled by hand according to a disassembly list before the start of the sequential operation and then recoupled by hand after the expiry. This common method is extremely cost-intensive and also dangerous because there are always accidents.
- B. DE 38 19 388 AI a device for the automatic separation of freight wagons with screw couplings, in which a track-side ejector during the Vorüberlau ⁇ fens two vehicles, the coupling eye of each inserted suspended coupling lifts off the coupling hook of the other vehicle and thus enables these vehicles to be disconnected.
- the clutch must have been brought into a standby position, which only enables the clutch to be released later. This so-called lengthening of the coupling must still be done by hand according to the disassembly list.
- each such coupling consists of two interlocking coupling heads on the two rail vehicles that are to be coupled.
- the couplings are provided with manipulation devices, via which they can be separated if necessary.
- the clutch is disengaged there is, in addition to a ready-for-coupling position in which a vehicle colliding with a preceding or standing vehicle automatically couples with it, a so-called butt position, in which the coupling halves can still lie inside one another, but are pulled apart at any time and in which an automatic coupling with another vehicle is not possible.
- There are also unlocking devices for such automatic clutches So shows z. B.
- DE-OS 24 29 365 a stationary device that apparently automatically uncouples all passing vehicles provided with central buffer couplings.
- the unlocking device can be raised from a basic position to a working position while a clutch is passing, a coupling-side release lever can be pivoted and lowered again before it is rolled over by the car body.
- an extremely high level of design effort is required for the automatic decoupling. Measures to achieve readiness for coupling later are not specified in this DE-OS.
- the object of the present invention is to provide a device according to the preamble of claim 1, which allows ge to automatically decouple railway vehicles advancing at any speed.
- the device should be designed in such a way that it can be used not only for bringing the clutch into the butt position while a vehicle is approaching the discharge hill, but also, if necessary, for establishing the readiness for coupling after the transition to the free discharge.
- the invention solves this problem by the characterizing features of claim 1.
- the energy for switching the clutch is taken from a vehicle-side, preferably pneumatic, energy store which, when the vehicles are coupled, is looped through one of all vehicles
- Compressed air line is.
- the control of an actuator for switching the clutch is done electrically from a vehicle-side auxiliary power source, which is either always present according to claim 2, or is to be supplied to the vehicle via a looped power supply line or by inductive means.
- Another possibility for providing the auxiliary energy is to keep it an electropneumatic power supply device connected to the compressed air line according to claim 3.
- the control instructions are preferably transmitted wirelessly via a track-side transmitter and a vehicle-side receiver, wherein the transmission of the auxiliary energy according to claim 4 can take place simultaneously with the transmission of control instructions .
- one or more transmission devices are to be arranged on the track, one of which is to act on the passing vehicles one after the other or from which, with a corresponding number of transmission devices, it is also possible to act on individual vehicles at the same time. It is also possible to operate the control instructions for operating the actuators from the pull-off locomotive. This can be wired or wireless, or according to claim 6, in that the locomotive driver controlling the triggering locomotive triggers a sequence of brake control commands, which can be individually recognized and evaluated via a vehicle-side evaluation device. Claim 7 provides that the control instructions on the vehicles do not always lead to the actuation of the actuators, but rather only prepare this actuation.
- control instructions should only take effect after the vehicle has traveled a certain distance, or according to claim 9, if it is determined by inclination-controlled devices that the vehicle has passed into free running.
- Plausibility checks such as B. the dependency provided in claim 10 between readiness for coupling and vented energy store for the vehicle brakes prevent incorrect actuation of the clutches.
- claim 11 provides for the ventilation of the energy store before the vehicle is part of a new one formed train is subtracted.
- the vehicle and the actuator can be z. B. monitor the vehicle using suitable sensors; the execution of certain positioning orders by the actuators can thus be made dependent on the presence of certain conditions on the vehicle.
- the drawing shows schematically a two-axle railway vehicle F, which is coupled to the neighboring vehicles via automatic clutches ZAK1, ZAK2.
- the clutch ZAK1 can be controlled by an actuator AI on the vehicle, explained in more detail below, into the ready-for-clutch position and into the butt position;
- the ZAK2 clutch there is a corresponding actuator on the neighboring vehicle.
- Part of these couplings are the energy supply lines L1 to L3, which are shown outside the couplings for reasons of clarity, which, in the coupled state of the vehicles, are looped through all vehicles up to the forcing locomotive and are supplied with energy there.
- the lines L1 and L2 represent the main and the auxiliary compressed air lines and the line L3 a traction energy and possibly also a train information line.
- a schematically indicated linkage G which is operated either by hand or but can be actuated by a dedicated actuator AI. Depending on the position of the linkage, the coupling is closed or opened, and in the opened state it assumes either the butt position or the ready-to-fit position. Both switch positions S and B are marked on an actuator H for manual operation. The vehicle requires actuating energy to automatically change the clutch switch position.
- the clutch ZAK1 is automatically actuated by means of an actuator S1 which is articulated on the piston of an actuator cylinder ZI.
- a relay R1 which is to be controlled in a manner yet to be explained, causes the valve control VI to cause the piston in the cylinder ZI to move and to actuate the clutch via the actuator S1.
- the clutch ZAK1 is controlled in the push or standby position.
- the linkage can also be actuated hydraulically.
- the control commands for the relay R1 come from a preferably processor-controlled vehicle device FG.
- This vehicle device receives its supply voltage from an auxiliary energy source which, for. B. is constantly recharged via the supply line L3 as long as this supply line is switched through to the press-off locomotive.
- a separate power supply device in the form of a battery or an electropneumatic power supply PS comprising an air turbine, generator and buffer battery can also be provided, which is operated with compressed air and is effective as long as the compressed air lines are switched on.
- a preferred embodiment of the invention provides that the energy required to operate the vehicle device FG and the energy required to operate the relay R1 and the valve control VI are transmitted to the vehicle wirelessly by induction.
- This can e.g. B. when passing stationary transmission devices Ul, which couple to vehicle-side coupling coils Kl and, in addition to the energy transmission, also a transmission of control devices Enable instructions for clutch control.
- Such devices for energy and control signal transmission are known per se, for. B. from punctiform train control and from the freight car number message.
- the control instructions can also be through a separate
- Transmitting / receiving device SE are transmitted either from the signal box or from the press-off locomotive; However, if a transmitting / receiving device without its own energy transmission is used, the provision of auxiliary energy is also required for operating the transmitting / receiving device of the vehicle device and the control devices for the actuators.
- the control instructions can also be transmitted to the vehicle via one of the air pressure lines which are looped through to the forcing locomotive, for example by successively engaging and releasing the vehicle brakes.
- the ventilation of the energy store which provides the braking energy can also be used. Only if the vehicle device sets the valve control V2 via a switch R2 and thereby the ventilation of the Has caused energy storage E2, the schematically arranged brake B is released via the cylinder Z2. This loosening occurs long before the dome is ready, namely at the latest when the vehicles run towards the drain mountain. The clutches can be released and the butt position brought about, but need not be done before the vehicle brakes are released.
- the information that leads to the actuation of the clutches either immediately or only after a delay must be supplied to the individual vehicles individually.
- the execution of the individual control instructions by the vehicles can preferably take place either immediately or delayed, depending on the respective control instruction to be carried out, this delay being of particular interest for the production of the readiness for coupling, because the corresponding control instructions then already when approaching the summit mountain can be given.
- the readiness for coupling may only be brought about after the transition to free running. This can e.g. B. Er ⁇ achieved that the corresponding control instructions only affect the clutch when the vehicle has traveled a distance since passing a certain route point, which ensures that it has meanwhile transitioned to free running or else by the vehicle recognizing from the inclination of the track that it has now passed the summit mountain.
- the device according to the invention shows a solution with which it is possible, by using an actuator system present on the vehicles, to bring about the readiness of rail vehicles to run automatically without the need for human participation to disengage the couplings.
- the same actuator system can also be used to restore readiness for coupling at a later point in time.
- the push position and / or the readiness for coupling can be brought about without the vehicles having to maintain a predetermined low advancement speed for this purpose, because the actuators for controlling the couplings are accommodated on the vehicles and therefore no relative movement between the vehicles Couplings and the actuating devices accessing the coupling are given.
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
- Lock And Its Accessories (AREA)
- Handcart (AREA)
- Auxiliary Drives, Propulsion Controls, And Safety Devices (AREA)
Abstract
Description
Claims
Applications Claiming Priority (3)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE9316831U | 1993-10-29 | ||
DE9316831U DE9316831U1 (en) | 1993-10-29 | 1993-10-29 | Device for producing the readiness to run and / or the readiness for coupling of a railway vehicle |
PCT/DE1994/001261 WO1995011826A1 (en) | 1993-10-29 | 1994-10-18 | Device for readying a railway vehicle for uncoupling or coupling |
Publications (2)
Publication Number | Publication Date |
---|---|
EP0725744A1 true EP0725744A1 (en) | 1996-08-14 |
EP0725744B1 EP0725744B1 (en) | 1998-02-04 |
Family
ID=6900270
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP94930933A Expired - Lifetime EP0725744B1 (en) | 1993-10-29 | 1994-10-18 | Device for readying a railway vehicle for uncoupling or coupling |
Country Status (4)
Country | Link |
---|---|
EP (1) | EP0725744B1 (en) |
AT (1) | ATE162984T1 (en) |
DE (2) | DE9316831U1 (en) |
WO (1) | WO1995011826A1 (en) |
Families Citing this family (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE102019217899B4 (en) * | 2019-11-20 | 2021-08-26 | Bombardier Transportation Gmbh | External control of a rail vehicle to make it ready for coupling |
DE102022111772A1 (en) | 2022-05-11 | 2023-11-16 | Deutsche Bahn Aktiengesellschaft | METHOD FOR OPERATING A RAIL VEHICLE WITH AT LEAST ONE CONTROLLER CLUTCH ON ONE END OF THE VEHICLE |
DE102022111775A1 (en) | 2022-05-11 | 2023-11-16 | Deutsche Bahn Aktiengesellschaft | METHOD FOR CONTROLLING A CONTROLLER CLUTCH OF A FIRST RAIL VEHICLE AND A CONTROL DEVICE FOR A CONTROLLER CLUTCH OF A FIRST RAIL VEHICLE |
DE102023106689A1 (en) | 2023-03-17 | 2024-09-19 | Knorr-Bremse Systeme für Schienenfahrzeuge GmbH | Method for automatic coupling of rail vehicles |
Family Cites Families (5)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE1953105C3 (en) * | 1969-10-22 | 1981-09-03 | Knorr-Bremse 1000 Berlin und 8000 München, 1000 Berlin | Device for selective decoupling for couplings of rail vehicles designed as central buffer couplings with line couplings |
US3690469A (en) * | 1969-12-08 | 1972-09-12 | Nippon Air Brake Co | System for automatically releasing connection between cars in train |
DE2429365A1 (en) * | 1974-06-19 | 1976-01-08 | Knorr Bremse Gmbh | CENTER BUMPER CLUTCH RELEASE DEVICE |
US4049128A (en) * | 1976-11-18 | 1977-09-20 | Westinghouse Air Brake Company | Control system for automatic railway car coupler |
DE3819388A1 (en) * | 1988-06-07 | 1989-12-14 | Aachener Forsch Regelungstech | Device and method for the automatic separation of goods wagons with screw couplings |
-
1993
- 1993-10-29 DE DE9316831U patent/DE9316831U1/en not_active Expired - Lifetime
-
1994
- 1994-10-18 DE DE59405239T patent/DE59405239D1/en not_active Expired - Fee Related
- 1994-10-18 AT AT94930933T patent/ATE162984T1/en not_active IP Right Cessation
- 1994-10-18 EP EP94930933A patent/EP0725744B1/en not_active Expired - Lifetime
- 1994-10-18 WO PCT/DE1994/001261 patent/WO1995011826A1/en active IP Right Grant
Non-Patent Citations (1)
Title |
---|
See references of WO9511826A1 * |
Also Published As
Publication number | Publication date |
---|---|
ATE162984T1 (en) | 1998-02-15 |
DE9316831U1 (en) | 1995-02-23 |
DE59405239D1 (en) | 1998-03-12 |
EP0725744B1 (en) | 1998-02-04 |
WO1995011826A1 (en) | 1995-05-04 |
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