EP1052156B1 - Centering device for automatic electrical couplings of railway vehicles - Google Patents

Abstract

The coupling has a guide frame (20), a locking and release device and a holder (40) for the electric coupling. The centring arrangement has a height and lateral centring device, so that the electric couplings of two traction couplings that run towards other mounted in the holder are centred automatically without the couplings coming into mutual contact during the centring proce Independent claims are also included for a coupling method and for a method of separating an electric coupling.

Description

The invention relates to a automatic train coupling according to the preamble of claim 1, as well as a dome proceed with an automatic train coupling. Such a coupling is known from GB 1 255 216 A. Automatic train couplings enable the automated connection of two Rail vehicles, in the coupled state two such couplings one Establish a rigid connection between the vehicles.

• Peter Nolle, Hans Friedrich, "Die automatische Kupplung in Europa", ETR Eisenbahntechnische Rundschau, Heft 4/92
• Adolf Felsing, Eberhardt Hoffmann "Die automatische Zugkupplung - Stand der Entwicklung und Versuchsprogramm", ETR Eisenbahntechnische Rundschau, Heft 4/95.

Automatic train couplings are described in detail in the following articles:

• Peter Nolle, Hans Friedrich, "The automatic clutch in Europe", ETR Eisenbahntechnische Rundschau, issue 4/92
• Adolf Felsing, Eberhardt Hoffmann "The automatic train coupling - state of development and test program", ETR Eisenbahntechnische Rundschau, issue 4/95.

If air lines and electrical lines are automatically coupled, so one speaks of fully automatic train couplings.

From A. Felsing, E. Hoffmann "The automatic train coupling - state of the Development and test program ", ETR Eisenbahntechnische Rundschau, issue 4/95 in picture 2 automatic drawbar coupling, was the electric coupling still formed as a separate clutch, which after coupling the clutch body was manually connected.

An automatic train coupling has become known from EP 0501244, comprising a coupling head as well as a cable coupling with elastic at the front push-back and in the coupling state pneumatically forward, in the pressing direction to a mating line coupling head, loaded line coupling head.

A disadvantage of the automatic train couplings with pneumatic distribution is that compressed air must always be available. For example, a car has been standing for three months in the cold, the air reservoir is emptied and propulsion accordingly not possible anymore.

DE 43 10 741 shows an automatic train coupling with a coupling body and an electric clutch, which subsequently, i.e. after finishing mechanical Coupling, coupling. Such a coupling must be up to the compensation certain transverse play between the mechanical couplings only in the longitudinal direction be moved.

Furthermore, the electric clutch known from DE 43 10 741 is designed in such a way that that the electrical coupling is released before mechanical uncoupling, so that due to the transverse movements forced by the mechanical coupling Longitudinal guide of the electric coupling is not damaged.

A disadvantage of the line couplings or the electrical coupling according to the State of the art is that the coupling of the line elements or the electrical coupling either must be done mechanically or after completion of the mechanical Coupling process.

The object of the invention is a centering device for receiving an electric clutch to specify an automatic train coupling with which the disadvantages of State of the art can be avoided, but in particular a safe and automated coupling of the electrical coupling simultaneously with the mechanical one Domes is enabled.

This task is performed by an automatic train coupling with the characteristics of Claim 1 solved.

Accordingly points the centering device has a height and self-centering device, so that the electrical couplings arranged in the receiving devices two consecutive train couplings are automatically centered without the two electrical couplings in contact with each other during the centering process come.

The height and side centering is done with the help of a baffle reached, the impact surface having a first, a second and a third section has and the baffles of the first and third sections offset in parallel run to each other and the baffles of the second section with the Boundary surface of the first or third section enclose an angle 0 <α <90 °.

It has been found that the angle α, the impact surface of the second section with that of the first or third section, preferably in Range is 30 <α <60 °. An arrangement under one is particularly preferred Angle α = 45 °.

In a first embodiment of the invention, the baffle is part of a baffle frame, which is guided by a guide frame of the centering device. A Sufficient mobility of the impact surface and protection of the electric coupling against Damage to the coupling process is achieved in that the centering device comprises a handlebar arrangement with a pre-pressing device, which is configured in this way is that the baffle is in a position ready for coupling before coupling Lead is held in front of the coupling level of the electric clutch.

This lead is particularly preferably 10 to 20 cm.

A delay device is advantageously provided which is configured in this way is that they have run-up forces that occur when the impact surfaces of the electric clutch collide arise, delay.

A further damping can be in a special embodiment of the electric clutch at high run-up forces can be achieved with the help of a friction lever, which in the Version is stored and rubs against the impact frame when the version is deflected.

To ensure sufficient mobility of the coupled electrical coupling and at the same time a secure connection in coupled condition is with Advantage provided that the locking and releasing device at least one projection and includes at least one undercut.

To prevent the baffle frame from centering on each other electrical clutches are pushed together without getting caught, is advantageously provided that the locking and release device further one Has catch hooks.

Such sliding over occurs when at high run-up speeds the impact frame pushes the impact frame back very far was, on the other hand, the automatic pull coupling the centering process has continued so that the lateral displacement continues in the hooking direction was before the compression spring returned the baffle frame in the dome direction could push.

Due to the leading catch hook, the continuation is made in such operating situations the lateral shift prevented.

Furthermore, the catch hook is used for a multiple when the clutch is iced up After the ice layer has defrosted, it can be snapped into place when it is coupled to enable automatic train coupling.

In addition to the centering device described above, the invention also provides a Fully automatic train coupling available, which is characterized in that it comprises a centering device of the type described above.

An embodiment of the invention is particularly preferred in which the centering device, which receives the electrical coupling in the manner described above, is arranged at an angle β with respect to the carriage axis. Preferably this angle lies in the range 20 <β <40 °. In addition to the centering device and the automatic train coupling, comprising such a device, the invention also provides a clutch and a release method for the electric clutch an automatic train coupling with a centering device, as described above, on.

In the coupling method according to the invention, two coupling heads become automatic Pull coupling run onto each other, creating the baffles the centering device in the area of the second compared to the first and third Section arranged at an angle α to the system with each other come and the two baffles in the area of the second section on each other slide so that those picked up by the receiving device of the centering device Electrical couplings are height-centered. In this step the height centering and the run-up become the two centering devices rejected by the catch hooks so that the locking and Release device can not snap into place. Is due to a certain feed point the overrun forces are reached, the catch hooks are not caught by the counter clutch rejected more. The catch hooks and the projections of the locking and releasing device then snap into the undercuts of the respective counter coupling, whereby the transverse displacement and the hooking in the counter coupling are completed is.

In addition to the coupling method described above, the invention also adjusts Method for separating a coupled electric clutch from an automatic Towing coupling with a centering device, as described above, is available. If the automatic pull coupling is disconnected, the catch hook and the hook the centering device from the undercuts of the respective counter coupling unthreaded. The baffle frame is then pushed through the first pushing device pushed forward so that the baffles are in the position ready for coupling with a lead in front of the coupling level of the electrical coupling, which is thereby protected from damage during the coupling process.

The invention will be described below using the figures as an example.

Fig. 1

eine Draufsicht auf einen erfindungsgemäßen Kupplungskopf mit einer mechanischen, einer Luftkupplung sowie der erfindungsgemäßen Elektrokupplung.

Fig. 2

eine Draufsicht auf die erfindungsgemäße Elektrokupplung.

Fig. 3a - 3c

Draufsicht auf eine erfindungsgemäße Elektrokupplung beim Kuppeln.

Fig. 4a - 4d

einen erfindungsgemäßen Kupplungskopf in Schnittdarstellung.

Show it:

Fig. 1

a plan view of a coupling head according to the invention with a mechanical, an air coupling and the electric coupling according to the invention.

Fig. 2

a plan view of the electric clutch according to the invention.

3a-3c

Top view of an electric coupling according to the invention when coupling.

Figures 4a - 4d

a coupling head according to the invention in a sectional view.

In Fig. 1 is an automatic train coupling 1, comprising a mechanical Coupling head 3 and an air clutch 5 and the centering device according to the invention 10 shown with electric clutch 12.

As can be clearly seen in FIG. 1, the electric clutch 12 is below the mechanical one Coupling head 3 arranged. Both air clutch 5 and electric clutch 12 couple automatically when the mechanical coupling head comes up 3 on a corresponding counter coupling head.

In Fig. 2, the electric clutch 12 according to the invention is again in plan view presented in more detail. The centering device 10 comprises a guide frame 20, which in turn via the connection points 21, 23 shown in Fig. 1 with the mechanical Coupling head 3 is connected. The pre-compression spring is supported in the guide frame 20 22 from, which in turn via a handlebar assembly 24 and the delay springs 26 support the impact frame 28. The baffle frame 28 in turn has an impact surface 30, which is divided into the present three sections, one first section 32, a second section 34 and a third section 36. First and third sections 32, 36 run parallel to one another. The baffle of the second section 34 makes an angle α with both the surface of the first Section 32 as with the area of the third section 36. The angle α, below which the area in the middle area compared to that of the first or third area is inclined, can take any angle greater than 0 and less than 90 °, it is preferably in the range between 30 and 60 °.

The receiving device 40 for the electric clutch, which can also be clearly seen has a socket 42 and a locking ring arrangement 44 against which the Socket or the receiving housing 42 is sealed by O-rings 46.

The delay spring 26 is based on the one hand on the handlebar arrangement 24 and on the other hand on the impact frame. The receiving device 40 further comprises a catch device 50 with a catch arm 52, an undercut 54 and a projection 56.

By the compression spring 22, the impact frame 34 is in the uncoupled state in brought a forward position in front of the dome level 60. This guarantees that when the mating clutch opens, the receiving device 40, in which the electric clutch is arranged, not in contact with the electrical coupling of the counter-coupling comes before the mechanical coupling process is completed. Damage is avoided.

The forces occurring at high run-up speeds are calculated using the Delay spring 26 intercepted.

In the illustrated embodiment, the high run-up forces are caused by friction with a friction lever 27, which is mounted on the socket 42 and when the Socket on the impact frame rubs, damped. The frictional damping becomes higher, the further the frame runs forward. The frictional damping is effective during compression and spring back.

In the following, the coupling process is to be exemplified with reference to drawings 3a - 3c to be discribed.

The same components as in the previous figures have the same reference numbers busy.

The impact surface 30 with the first section 32 and the second section can be clearly seen 34 and third section 36 and the receiving device 40 for the Electric clutch with catch device 50 attached thereto, comprising a Catch hook 52 as well as the undercut 54 and the projection 56.

The mating coupling head 100 is also shown. The mating coupling head also includes an impact surface 30 and a catch device 50 with catch hooks 52, undercuts 54 and protrusions 56.

3a shows the couplings in the uncoupled state, the ones not shown Pushing devices push the baffle forward by the advance V.

3b shows the run-up of the clutches. As can be clearly seen the baffles of the clutch and the counter clutch 100 touch in the middle Area 34 of the baffles 30. The receiving devices 40 of the electric clutch are kept at a distance D, so that the electrical coupling in the receiving device 40 do not touch and there is no damage when coupling can.

By sliding the impact surfaces in the central area 34, the receiving device 40 height centered. The clutches do not lock because the Catch arms 52 reject the respective counter coupling.

The closing movement of the coupling head and the electric coupling are the same and allow a high coupling and separation speed.

The impact on the baffle frame will possibly freeze and knocked on snow and coarse dirt.

In Fig. 3c, the two clutches are shown in the coupled state.

If the catch hook beyond the position shown in Fig. 3b in the axial direction A. is shifted, the catch hooks 52 from the respective counter-coupling 100 no longer rejected. The clutch and the respective counter clutch 100 snap into each other by the catch hook 52 as well as by the projections 56 trained hooks in the undercut 54 of the respective mating coupling engage. In this way, a lateral centering of the coupling heads reached.

In the coupling position shown in Fig. 3c, a release of the clutch is without use a release device is no longer possible.

In the centering process described above, the surfaces of the electrical coupling more and more parallel to each other during the centering process. These are in the coupled state with the biasing force of the compression springs on each other. The Compression springs in turn press the electric couplings into a rigid structure together. Only when there is greater axial vibration in the automatic train coupling the contact pressure in the wagon axis is no longer sufficient for this. Between There may be a small gap between the surfaces until the electric coupling is rigid Catch hook strikes with the running-in game.

The storage of the baffle frames in the guide frame is advantageously designed in such a way that despite pull-push movements, rearing up, lowering and angle formation when cornering the automatic pull clutch, the electric clutch like Described here as a rigid structure and remains closed.

The storage of the electric clutch is also designed such that a coupled Electric clutch, which is, for example, iced up, can also be separated can, for example by positive locking.

FIGS. 4a-4d are three-dimensional views of an embodiment of the Centering device according to the invention shown.

4a is a top view of a centering device according to the invention shown. The frame 20 with the connection points or suspension points can be clearly seen 21, 23.

Openings 55 in the impact frame 30 can also be seen Movement of the baffle frame 30 causes ice, snow and dirt the breakthroughs 55 shown aborted.

Furthermore, there are two compression springs 23, which fit the impact frame in a dome Hold the position in front of the electric clutch, clearly recognizable. The feathers 22 are based on the frame 20 of the centering device and the handlebar arrangement 24 for the baffle.

Furthermore, the three sections of the baffle 30 are the first section 32, the second section 34 and the third section 36 can be seen. According to the invention is the first portion of the baffle 32 with the surface of the second portion the baffle 36 parallel and the second portion of the baffle 34 under one Angle arranged.

The receiving device 40 for the electric clutch is also clearly recognizable.

FIG. 4b shows a top view of an arrangement according to FIG. 4a. Clearly too The baffle frame 30 with the three sections 32, 34 and 36 can again be seen and the catch device 50 arranged on the impact frame, the handlebar arrangement 24 and the compression springs 22.

FIGS. 4c and 4d show three-dimensional top views of the arrangement according to Figures 4a and 4b. Here again, the same reference numbers are used for the same Components related. The impact frame 30 can again be clearly seen in FIG. 4c and the handlebar assembly 24 with the compression spring 22, which is on the frame 20th supports the centering device.

In Fig. 4d, the delay spring 26 can be seen particularly well, which relates to the Baffle frame 30 and the handlebar assembly 24 is supported. The delay spring 26 essentially serves the high run-up forces when coupling onto the impact frame 30 to record, so as to damage the electrical coupling, which is in the Recording device 40 is to prevent.

A component is thus specified for the first time with the centering device according to the invention, in that an electric clutch can be added and an automatic one Coupling and releasing the electrical connections in an automatic Pull coupling without damaging the electrical coupling.

LIST OF REFERENCE NUMBERS

1:

automatic train coupling

3:

mechanical coupling head

5:

air coupling

10:

centering

12:

electric clutch

20:

guide frame

21, 23:

joints

22:

Vordrückfeder

24:

link arrangement

26:

delay spring

27:

Reibhebel

28:

plump frame

30:

baffle

32:

first section

34:

second part

36:

third section

40:

recording device

42:

version

44:

closure assembly

46:

O-rings

50:

catcher

52:

tentacle

54:

undercut

56:

head Start

60:

coupling plane

100:

Mating coupling head

V:

leader

D:

distance

α:

Angle between the different baffles

β:

Angle at which the centering device is opposite the carriage axis is arranged.

Claims (14)

1. Automatic train coupling system comprising
   a mechanical coupling head (3) and
   a centring device (10) for receiving an electrical coupler,
   characterised in that
   said centring device (10) comprises a guiding frame (20), with said guiding frame (20) supporting an impact frame (28) and with a receiving means (40) for said electrical coupler being disposed in said impact frame (28),
   that said centring device comprises a height and side centring device so that said electrical coupler disposed in said receiving means (40) of two train coupling systems (1) running onto each other are centred without said two electrical couplers contacting each other during the centring operation,
   that the centring operation is performed automatically and that said height and side centring device comprises an impact surface (30) as well as a first section (32), a second section (34) as well as a third section (36), with the impact surfaces (30) of said first and third sections (32, 36) extending at an offset in parallel with each other and with the impact surface (30) of said second section (34) cooperating with the impact surface of said first or third section (32, 36), respectively, to include an angle of 0 < α < 90 , and
   that said centring device is arranged below said mechanical coupling head (3).
2. Automatic train coupling system according to Claim 1, characterised in that the support of said impact frame (28) in said guiding frame (20) is so designed that in the event of tensile/compressive movements, rearing-up movements, in lowering for angular bending cornering of the automatic train coupling system, the electrical coupler in the coupled condition is present as rigid structure and remains closed.
3. Automatic train coupling system according to Claim 1, characterised in that said angle α is within the range 30 < α < 60 .
4. Automatic train coupling system according to Claim 1, characterised in that said angle α corresponds to α = 45 .
5. Automatic train coupling system according to any of the Claims 1 to 4, characterised in that said impact surface (30) constitutes part of an impact frame (28) that is guided by said guiding frame (20) of said centring device.
6. Automatic train coupling system according to any of the Claims 1 to 5, characterised in that said centring device comprises a suspension link (24) with a forward presser means (22) that maintains said impact surface (30) in a position ready for coupling with a pre-travel (V) ahead of the coupling plane (60) of said electrical coupler.
7. Automatic train coupling system according to Claim 5, characterised in that said pre-travel (V) amounts to 10 to 20 cm.
8. Automatic train coupling system according to any of the Claims 1 to 7, characterised in that a retarding means (26) is provided that serves to absorb high up-rush forces.
9. Automatic train coupling system according to Claim 8, characterised in that said retarding means comprises a friction lever means (27).
10. Automatic train coupling system according to any of the Claims 1 to 9, characterised in that the locking and release means comprises a projection (56) as well as at least one undercut (54).
11. Automatic train coupling system according to any of the Claims 1 to 10, characterised in that said locking and release means comprises a catching hook (52).
12. Automatic train coupling system according to any of the Claims 1 to 11, characterised in that said centring device is disposed at an angle β relative to the carriage axis.
13. Automatic train coupling system according to Claim 12, characterised in that said angle β, at which said centring device is arranged relative to the carriage axis, is within the following range: 20 < β < 40 .
14. Coupling method operating on an automatic train coupling system according to any of the Claims 1 to 13, comprising the following steps:

    two coupling heads of an automatic train coupling system are allowed to run onto each other in such a way that said second section (34) of the impact surface (30) of the centring device of the first coupler and said second section (34) of the impact surface (30) of the centring device of the second coupler are caused to bear against each other; the two impact surfaces (30) slide along each other while they repel the counter coupler by means of catching hooks (52) so that the electrical couplers received by said receiving means (40) of said centring device are centred in terms of height; and that
    in the continuing advancing movement, when said catching hooks (52) are no longer repelled by said counter coupler, said catching hooks (52) as well as said projections (56) of said locking and release means get locked in said undercuts (54) of the respective counter coupler, which completes the transverse shift and the hooking with the counter coupler.

Images