EP2829455B1 - Tête d'accouplement pour un véhicule sur rails, en particulier véhicule sur rail, accouplement automatique doté d'une telle tête d'accouplement et procédé de reconnaissance de l'état d'accouplement - Google Patents

Tête d'accouplement pour un véhicule sur rails, en particulier véhicule sur rail, accouplement automatique doté d'une telle tête d'accouplement et procédé de reconnaissance de l'état d'accouplement Download PDF

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Publication number
EP2829455B1
EP2829455B1 EP14167313.7A EP14167313A EP2829455B1 EP 2829455 B1 EP2829455 B1 EP 2829455B1 EP 14167313 A EP14167313 A EP 14167313A EP 2829455 B1 EP2829455 B1 EP 2829455B1
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EP
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Prior art keywords
coupling
coupling head
bolt
detecting
head
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EP14167313.7A
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German (de)
English (en)
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EP2829455A1 (fr
Inventor
Martin Schüler
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Voith Patent GmbH
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Voith Patent GmbH
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Priority to PL14167313T priority Critical patent/PL2829455T3/pl
Publication of EP2829455A1 publication Critical patent/EP2829455A1/fr
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
    • B61G3/00—Couplings comprising mating parts of similar shape or form which can be coupled without the use of any additional element or elements
    • B61G3/10—Couplings comprising mating parts of similar shape or form which can be coupled without the use of any additional element or elements with coupling heads in the form of hook-like interengaging rigid jaws, e.g. "Willison" type
    • B61G3/12—Jaw-locking devices
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
    • B61G3/00—Couplings comprising mating parts of similar shape or form which can be coupled without the use of any additional element or elements
    • B61G3/10—Couplings comprising mating parts of similar shape or form which can be coupled without the use of any additional element or elements with coupling heads in the form of hook-like interengaging rigid jaws, e.g. "Willison" type

Definitions

  • the invention relates to a coupling head for a track-guided vehicle, in particular rail vehicle, in detail with the features of the preamble of claim 1.
  • the invention further relates to an automatic clutch with such a coupling head and a method for detecting a coupling state of such an automatic clutch.
  • Such a latch transmission with a display is for example from the document DE 1 808 167 A previously known.
  • the required visual inspection is especially in train assemblies from a variety of to be coupled to individual car units disadvantageous because time-consuming. Automated uncoupling and engagement processes are made more difficult.
  • the display options are also limited in terms of recognizability. As a rule, only the functional states “coupled” or “uncoupled” are indicated by the sticking out and not sticking out of the housing of the coupling. Intermediate positions are not recognizable or can only be realized with additional constructive effort.
  • the invention is therefore an object of the invention to provide a coupling head and a coupling in which a detection of the coupling state is easy and with high security quickly and without errors feasible.
  • the solution according to the invention should be characterized by a low design and control engineering effort.
  • a coupling consists of two coupling halves which can be brought into operative connection with one another, the individual coupling half having a coupling head which carries or forms a coupling profile.
  • the coupling profile is preferably of the Willison type. This includes two different sized and offset in the horizontal plane to Clutch longitudinal axis arranged claws, which form a in the vertical direction from the top to the bottom of the coupling head in the installed position extending clutch pocket for receiving the coupling profile of the counter-coupling head.
  • a dome state describes the characterized by the position of the individual components of the coupling head operating states in the interaction of two coupling heads - a coupling head and a counter-coupling head.
  • Each coupling state is defined by a defined functional position of the respective individual components - bar or bar holder.
  • one or more dome states also overlap, that is, one or more dome states may be characterized by the same positions of a component.
  • the coupling state "ready to be coupled” is characterized by the alignment and sliding of the individual, to be coupled coupling heads.
  • the coupled state "coupled” is characterized by the interlocking of the coupling profiles and mechanical connection via a locking gear.
  • the coupling state "uncoupled” is characterized by the interlocking of the coupling profiles and mechanical separation by unlocking the locking gear.
  • Porition is understood to mean a specifically defined spatial position of a single component of the locking mechanism in the clutch pocket and / or in relation to the counter-coupling head. These can be end positions or intermediate positions that can be captured at least for a limited time.
  • Detection of a variable describing a state or process involves the detection, detection, detection and optionally transformation, storage and / or transmission of the information. There are no restrictions regarding the type of the selected transmission path.
  • At least one position of the bolt holder or locking element at least indirectly descriptive size is understood a quantitative or qualitative measure that either directly characterizes a defined position of a component or indirectly describes this, for example, via a functional dependence or can be derived in any other way from this ,
  • Locking and unlocking devices can be designed in various ways. These can be formed for example by an effective between locking element and latch holder pawl and a locking shaft with cams are formed for unlocking, which is effective on the pawl and thus releases the locking element in terms of its mobility.
  • the advantage of the invention is thus in the automated detection of the dome state, for example, from the cab of a locomotive or RangierInstitutes.
  • a remote-controlled uncoupling process by a decoupling cylinder new perspectives for the automated coupling process in the field of freight wagons and locomotives in shunting and train formation arise.
  • the invention thus relates to a coupling head of an automatic central buffer coupling of the type Willison-SA-3, in particular the automatic monitoring of the coupling closure position with automatic detection of the counter-coupling and detection of the coupled and uncoupled state by querying the position of the closure components bolt and bolt holder by appropriately arranged sensors or switch.
  • the detection of the coupled state is independent of the type, provided that the coupling profile of the counter-coupling is designed according to the requirements de UIC 523 or GOST 21447-75.
  • Central buffer couplings with type Willison coupling heads are used for mechanically connecting two adjacent car bodies, for example a rail vehicle, and are distinguished by their robust construction, so that such coupling heads are frequently used in freight wagon clutches and locomotives.
  • the structure and operation of a coupling head type Willison are, for example, in the document DE 1 455 242 A described.
  • the number of positions of the individual components of the locking gear and / or the type of size to be detected depends on the design of the respective detection device.
  • the first device for detecting at least one, at least one position of the latch holder at least indirectly descriptive size is arranged and designed to be suitable to detect only a first or second position of the latch holder.
  • simple binary sensors can be used, which only generate a signal in one of the coupling states. False indications of non-functioning of the respective facilities can not be excluded.
  • both positions are detected so that dome states can be reliably detected and assigned.
  • the statements made in advance also apply to the second device for detecting at least one variable, at least one position of the locking element, which at least indirectly describes its size and its first and second positions.
  • the former possibility offers the advantage of retrofitting and free placement within the coupling head.
  • the second and third possibility requires corresponding reference surfaces or points on the coupling head.
  • non-contact sensors are used for reasons of wear.
  • the size describing the respective position for example, a distance between a reference plane and a component, a position, a pressure, a change of an electric or magnetic field.
  • the inventive design of a coupling head is particularly advantageous in an automatic coupling for a track-guided vehicle for forming a mechanical connection with a counter-coupling head suitable for the coupling head coupling profile.
  • the position is detected directly or indirectly via the detection of physical quantities or characteristic quantities, from which the position can be derived.
  • FIG. 1 illustrates in schematic highly simplified representation of the basic structure and the basic function of an automatic clutch 1, comprising two coupling halves 2, the coupling body 3 are designed and arranged to each other such that it produces a mechanical connection between two rail vehicles.
  • the coupling is a coupling with a Willison coupling profile, such as in DE 1 455 242 described.
  • One coupling half 2 is brought into engagement with the other coupling half as a mating coupling half. This is designated 2 '. Since the coupling halves are identically constructed, the following explanation refers to the coupling half 2. Shown is only the mutually engageable region of the two coupling halves 2 in a plan view of these along the coupling longitudinal axis LA and thus to a horizontal plane.
  • the coupling body 3 has in the end-side end region, the coupling head 4, two with respect to the coupling longitudinal axis LA offset differently sized jaws 5 and 6. These include a clutch pocket 7, which is designed to extend in the vertical direction from the top to the bottom of the coupling body 3.
  • FIG. 1a shows the two coupling halves 2 during emergence.
  • the centering of the coupling heads 4 takes place by sliding on outer inclined surfaces.
  • the production of the mechanical connection via a locking gear 9, which is arranged in the coupling pocket 7 a coupling half 2 and a coupling body 3.
  • the locking mechanism 9 comprises at least one locking element 10, which is viewed in the direction of the longitudinal axis LA in the coupling head 4 pivoted back to this stored.
  • the Figures 1b and 1c illustrate the process steps for setting the coupling state "coupled”.
  • the FIG. 1b illustrates the operation of the locking gear 9 and the Figure 1c represents the two coupling heads 4 in the connected, that is coupled state.
  • the locking elements 10 are deflected back in their original position and are blocked by a locking mechanism 11, which is also part of the locking gear.
  • tensile and compressive forces are transmitted.
  • the functional state "uncoupled” which is characterized by the mechanical separation of the two coupling halves 2 by unlocking the locking gear 9.
  • both coupling halves 2 are still in the same position, that is, orientation, according to Figure 1c to each other, but are already separated mechanically.
  • FIG. 2 illustrates in a view from the right along the coupling longitudinal axis LA with partial section in the region of the coupling body an advantageous embodiment of a coupling state detection device 12 and its arrangement on the coupling body 3.
  • the locking mechanism 9 is in addition to the bolt 10 of a latch holder 13, the locking and release mechanism 11 and a Latch shaft 14.
  • the latch 10 is used when the counter profile of the production of the mechanical connection. This is rotatably mounted in the latch housing 15.
  • the latch housing 15 is formed by a portion of the coupling body 3.
  • the function of the bolt holder 13 is to prevent unintentional unscrewing of the bolt 10 in the case of the presence of a counter-coupling or a counter-coupling head.
  • the locking mechanism 11 prevents unintentional unscrewing by supporting on a locking surface of the bolt holder 13.
  • the locking mechanism 11 is mounted on the locking element 10 and is supported on a locking surface of the bolt holder 13 from.
  • a locking shaft 14 is provided with cam 16, which is rotated manually or automatically for uncoupling and thus enables release of the locking mechanism 11.
  • the state recognition of the clutch takes place by detecting at least one, at least one position of the components of the locking gear 9, in particular the bolt holder 13 and the bolt 10, at least indirectly characterizing size.
  • the targeted detection of the positions of these two functional components to each other it is possible to reliably detect the dome state and to decide the individual dome states safely.
  • three dome states are distinguished.
  • a first coupling state which is also referred to as “ready to be coupled” is characterized in that the two coupling halves are aligned with each other.
  • the second coupling state “coupled” is due to the interlocking of the Coupling heads and the mechanical connection characterized, while the third coupling state “uncoupled” by the alignment to each other, but mechanical separation is characterized.
  • the first device 17 for detecting at least one, at least one position of the latch holder 13 at least indirectly characterizing size is arranged on the latch housing 15 in a region which is parallel to the pivoting region of the latch holder 13 and in a first position of the latch holder 13, free from interaction with a counter-coupling lies in the overlapping area, in a second position, characterized by the interaction with the counter-coupling head is outside.
  • this also applies to the assignment of the device 18 for detecting at least one, a the position of the bolt at least indirectly characterizing size.
  • at least one of the functional positions can be detected in a corresponding manner.
  • the position of the preferably designed as sensors / switches means 17, 18 is preferably fixed laterally on the latch housing 15 of the coupling body 4, so that a modular cultivation is also subsequently possible in a simple manner.
  • 2 sensors are mounted on the previously described position. It detects the position of the bolt holder 13 and the locking element 10th
  • the sensor / switch 17 detects the position of the bolt holder 13 and thus detects the counter-coupling.
  • the sensor / switch 18 detects the position of the latch position in uncoupled or coupled position.
  • the circuit can be connected, for example, as a series circuit in a coupling body arranged on the terminal box and then led to the vehicle. A direct connection of each switch to the vehicle control is also possible.
  • the properly coupled state is displayed, for example, when both switches signal.
  • FIGS. 3a-3c illustrate in a schematic simplified representation of an embodiment of an automatic clutch according to FIG. 2 the arrangement and orientation of the functional elements of the locking gear 9 in the individual dome states to each other and the associated operation of the devices 17 and 18th
  • the FIG. 3a clarifies the locking gear 9 in the cut coupling head in the coupling position, that is in the position "ready for coupling".
  • the locking element or the bolt 10 is in the illustrated case, for example, a base body, which closes a lower boundary with subsequent rolling body and a holding tooth.
  • the front end face forms a bevelled abutting surface.
  • the locking element 10 which can be pivoted in the longitudinal direction into the coupling head 4, lies with its lower limit and the rolling body at the bottom of the coupling head 4 and is held therein by a holding tooth projecting in an opening.
  • the beveled abutment surface projects in front of a coupling plane and thus lies within the influence of a mating coupling head of a vehicle to be coupled.
  • the bolt holder 13 is rotated under the influence of gravity in the contour.
  • the locking mechanism 11 in the form of a pawl is mounted on the locking element 10 and can move freely.
  • the in addition to the locking element 10 of a bolt in the coupling head and movable in the longitudinal direction in the coupling head 4 swivel bolt holder 13 is under the influence of his, projecting into the interior of the coupling head 4 parts in the Kuppelrschaftslage as in the FIG. 3a shown, pivoted, with its front provided with inclined surfaces portion projects into the sphere of influence of a mating coupling head of a mating coupling of a vehicle to be coupled. Visible here is the location assignment of the detection devices 17 and 18, which recognize depending on the design of this a Lübedeckung by the bolt holder 13 and the locking element 10 or not.
  • FIG. 3b clarifies the location assignment of the individual components of the locking gear 10 after the coupling process, that is in the functional state "coupled".
  • the locking element 10 is tilted during the coupling process by the small tooth of the counter-coupling in the coupling body 3 and then moves the bolt holder 13 in the coupled position.
  • the locking element 10 falls forward again, the bolt holder 13 is then held by the counter-coupling and locks the bolt and prevents further rotation.
  • the locking mechanism 9 is locked in this state and allows the mechanical coupling between the coupling halves to be coupled together.
  • the arrangement of the devices 17 and 18 on the latch housing 15 is carried out by way of example such that in the functional state "coupled” both devices are moved out of the coverage area of the individual devices and thus a signal is generated at both devices.
  • the Figure 3c illustrates the coupling state "uncoupled". It is raised by turning the locking shaft 14 of the cam of the pawl and the Locked position of the locking element 10 repealed. By further rotation of the locking shaft 14 then tilts the cam and thereby the bolt in the latch housing 15. The cam 16 is blocked during over-rotation by the still held by the counter-coupling latch holder 13, however. The locking element 10 is held on the coupling head 4 and the coupling heads can separate. In this functional state, the device 18 is covered by the bolt.
  • tactile sensors in the form of so-called mechanical position sensors can be used, for example, which serve to determine positions.
  • the position detection during movement of the bolt and the latch holder can be carried out in such a way that they are either moved out of the sphere of influence of a tactile sensor or moved into it in a single functional position.
  • the movement of the organ of touch is transferred to contacts that open or close a circuit.
  • the opening or closing can be detected in different ways. In a particularly advantageous embodiment, however, non-contact sensors will be used.
  • electromechanical sensors are used. These are preferably designed as tactile sensors and may be in the form of switches. These switches are positioned relative to the latch and the latch holder so that, when both signals are present, an evaluation and a reliable result with respect to the coupling state is possible.
  • FIG. 4 illustrates by way of example the detection of the individual signals via the individual devices 17 and 18, which are connected to a corresponding one Evaluation device 19 are coupled, which may be part of a control device and in response to the present signals is a manipulated variable Y for displaying the coupling state.
  • the evaluation device 19 is connected to the means for detecting 17 and 18 signal transmitting.
  • the coupling can be realized wirelessly or via connecting lines.
  • the evaluation device is connected to an adjusting device 21 of a display device for the dome state. In the simplest case, this is a visual display device.
  • each of the devices can be coupled separately with the evaluation device.
  • binary sensors When binary sensors are used, they can be arranged and operated such that they either generate a signal for the detection of a specific position or do not generate a signal. If the first device is positioned relative to the latch holder in such a way that it emits a signal "coupled” only in the coupling position, the arrangement range is such that no signal is produced in the functional position "ready to be coupled", but a signal is generated in the coupling position. In this case, a signal is always generated in the presence of a counter-coupling. The second device is arranged and positioned in this case so that only in the coupling position "coupled” a signal and in the dome-ready position, a signal are generated, while in the coupling position "uncoupled” no signal is generated.

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  • Mechanical Engineering (AREA)
  • Mechanical Control Devices (AREA)

Claims (11)

  1. Tête d'accouplement (4) pour un véhicule guidé sur voie, pour la formation d'une liaison mécanique avec une tête d'accouplement antagoniste identique, la tête d'accouplement s'étendant le long d'un axe longitudinal d'accouplement et comportant :
    - deux griffes d'accouplement (5, 6) formant une poche d'accouplement (7), tout en étant agencées le long d'un axe d'accouplement et en décalage par rapport à celui-ci ;
    - un engrenage à verrou (9) agencé dans la poche d'accouplement, pour relier et séparer mécaniquement la tête d'accouplement et la tête d'accouplement antagoniste, avec
    - un élément de verrou (10) pour empêcher le détachement involontaire de la liaison mécanique entre la tête d'accouplement et une tête d'accouplement antagoniste accouplée à la tête d'accouplement, l'élément de verrou pouvant être transféré d'une première position (position de verrouillage) dans laquelle le détachement de la tête d'accouplement par rapport à la tête d'accouplement antagoniste est empêché, vers une deuxième position dans laquelle un détachement entre la tête d'accouplement et la tête d'accouplement antagoniste est possible, et inversement ;
    - un support de verrou (13) monté de façon pivotante sur la tête d'accouplement et faisant saillie avec une région partielle dans la région d'influence d'un accouplement antagoniste, pour empêcher l'élément de verrou de sortir de la poche d'accouplement en présence d'une tête d'accouplement antagoniste, le support de verrou pouvant être transféré d'une première position sans interaction avec la tête d'accouplement antagoniste, vers une deuxième position caractérisée par l'interaction avec la tête d'accouplement antagoniste, et inversement ;
    - un mécanisme de verrouillage et de détachement (11) pour le verrouillage et le déverrouillage de l'élément de verrou dans la première position ;
    caractérisée en ce que
    il est prévu un dispositif (12) pour la détection d'un état d'accouplement, comprenant un premier moyen (17) pour la détection d'au moins grandeur décrivant au moins indirectement une position du support de verrou, et un deuxième moyen (18) pour la détection d'au moins une grandeur décrivant au moins indirectement une position de l'élément de verrou, le premier et le deuxième moyen étant agencés sur la tête d'accouplement ou intégrés dans celle-ci.
  2. Tête d'accouplement selon la revendication 1,
    caractérisée en ce que
    le premier moyen (17) est agencé et conçu pour détecter au moins une grandeur décrivant au moins indirectement une position du support de verrou, de manière à être adapté pour détecter au moins la première et/ou la deuxième position du support de verrou.
  3. Tête d'accouplement selon les revendications 1 à 2,
    caractérisée en ce que
    le deuxième moyen (18) est agencé et conçu pour détecter au moins une grandeur décrivant au moins indirectement une position de l'élément de verrou, de manière à être adapté pour détecter au moins la première et/ou la deuxième position de l'élément de verrou.
  4. Tête d'accouplement selon l'une des revendications 1 à 3,
    caractérisée en ce que
    le premier moyen pour la détection d'au moins une grandeur décrivant au moins indirectement une position du support de verrou, et le deuxième moyen pour la détection d'au moins une grandeur décrivant au moins indirectement une position de l'élément de verrou sont agencés sur au moins un élément du groupe suivant :
    - sur un boîtier de verrou (15) formé intégralement sur la tête d'accouplement (4) et recevant l'engrenage de verrou (9) ;
    - sur l'élément de verrou (10) ;
    - sur le support de verrou (13).
  5. Tête d'accouplement selon l'une des revendications 1 à 4,
    caractérisée en ce que
    le premier moyen pour la détection d'au moins une grandeur décrivant au moins indirectement une position du support de verrou et/ou le deuxième moyen pour la détection d'au moins une grandeur décrivant au moins indirectement une position de l'élément de verrou sont conçus comme au moins un élément du sous-groupe suivant :
    - un capteur sans contact ;
    - un capteur avec contact ;
    - un capteur binaire, en particulier un capteur tactile, tel qu'un bouton poussoir ou un interrupteur ;
    - un capteur électromécanique ;
    - un capteur électrique ;
    - un capteur inductif ;
    - un capteur optique.
  6. Tête d'accouplement selon l'une des revendications 1 à 5,
    caractérisée en ce que
    le premier moyen pour la détection d'au moins une grandeur décrivant au moins indirectement une position du support de verrou et/ou le deuxième moyen pour la détection d'au moins une grandeur décrivant au moins indirectement une position de l'élément de verrou sont conçus comme un élément du groupe suivant, pour détecter au moins l'une des grandeurs mentionnées ci-dessous :
    - distance entre un plan de référence et un composant ;
    - position ;
    - pression ;
    - modification d'un champ électrique ou magnétique.
  7. Tête d'accouplement selon l'une des revendications 1 à 6,
    caractérisée en ce que
    le dispositif comprend un dispositif d'évaluation, le premier moyen pour la détection d'au moins une grandeur décrivant au moins indirectement une position du support de verrou, et un deuxième moyen pour la détection d'au moins une grandeur décrivant au moins indirectement une position de l'élément de verrou sont accouplés au dispositif d'évaluation, individuellement ou en série en cas de raccordement en série de capteurs électromécaniques tactiles, et le dispositif d'évaluation fait partie d'au moins l'un des dispositifs suivants :
    - un dispositif de commande ;
    - une unité de commande attribuée à un composant/agrégat de rang supérieur ;
    tout en étant accouplée à un dispositif de reproduction d'informations.
  8. Accouplement automatique pour un véhicule guidé sur voie, avec une tête d'accouplement selon l'une des revendications 1 à 7, pour la formation d'une liaison mécanique avec une tête d'accouplement antagoniste présentant un profil d'accouplement identique à celui de la tête d'accouplement.
  9. Accouplement automatique pour un véhicule guidé sur voie, avec une tête d'accouplement selon la revendication 8,
    caractérisé en ce que
    la tête d'accouplement antagoniste est conçue selon l'une des revendications 1 à 7.
  10. Procédé pour la détection d'un état d'accouplement d'un accouplement automatique entre une tête d'accouplement (4) et une tête d'accouplement antagoniste, dans lequel la tête d'accouplement individuelle s'étend le long d'un axe longitudinal d'accouplement et comporte :
    - deux griffes d'accouplement (5, 6) formant une poche d'accouplement (7), tout en étant agencées le long d'un axe d'accouplement et en décalage par rapport à celui-ci ;
    - un engrenage à verrou (9) agencé dans la poche d'accouplement, pour relier et séparer mécaniquement la tête d'accouplement et la tête d'accouplement antagoniste, avec
    - un élément de verrou (10) pour empêcher le détachement involontaire de la liaison mécanique entre la tête d'accouplement et une tête d'accouplement antagoniste accouplée à la tête d'accouplement, l'élément de verrou pouvant être transféré d'une première position (position de verrouillage) dans laquelle le détachement de la tête d'accouplement par rapport à la tête d'accouplement antagoniste est empêché, vers une deuxième position dans laquelle un détachement entre la tête d'accouplement et la tête d'accouplement antagoniste est possible, et inversement ;
    - un support de verrou (13) monté de façon pivotante sur la tête d'accouplement et faisant saillie avec une région partielle dans la région d'influence d'un accouplement antagoniste, pour empêcher l'élément de verrou de sortir de la poche d'accouplement en présence d'une tête d'accouplement antagoniste, le support de verrou pouvant être transféré d'une première position sans interaction avec la tête d'accouplement antagoniste vers une deuxième position caractérisée par l'interaction avec la tête d'accouplement antagoniste, et inversement ;
    - un mécanisme de verrouillage et de détachement (11) pour le verrouillage et le déverrouillage de l'élément de verrou dans la première position ;
    caractérisé en ce que
    les différentes positions de l'élément de verrou et du support de verrou sont détectées simultanément, et les positions détectées sont évaluées et attribuées à un état d'accouplement.
  11. Procédé selon la revendication 10,
    caractérisé en ce que
    la détection de la position est effectuée directement ou indirectement par la détection de grandeurs physiques ou de grandeurs caractéristiques, à partir de laquelle la position peut être dérivée.
EP14167313.7A 2013-05-15 2014-05-07 Tête d'accouplement pour un véhicule sur rails, en particulier véhicule sur rail, accouplement automatique doté d'une telle tête d'accouplement et procédé de reconnaissance de l'état d'accouplement Active EP2829455B1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
PL14167313T PL2829455T3 (pl) 2013-05-15 2014-05-07 Główka sprzęgu do pojazdu torowego, zwłaszcza szynowego, automatyczny sprzęg z taką główką sprzęgu i sposób wykrycia stanu sprzęgu

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE102013209039 2013-05-15
DE102013209263 2013-05-17
DE102013211445.1A DE102013211445A1 (de) 2013-05-15 2013-06-19 Kupplungskopf für ein spurgeführtes Fahrzeug, insbesondere Schienenfahrzeug, automatische Kupplung mit einem derartigen Kupplungskopf und Verfahren zur Kuppelzustandserkennung

Publications (2)

Publication Number Publication Date
EP2829455A1 EP2829455A1 (fr) 2015-01-28
EP2829455B1 true EP2829455B1 (fr) 2016-07-13

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DE102023129402A1 (de) * 2023-10-25 2025-04-30 Pj Monitoring Gmbh Automatische zugkupplung und verfahren zum überwachen und auflösen eines zugverbunds
CN118479269B (zh) * 2024-06-26 2024-12-20 上海酷酷机器人有限公司 车钩扶正方法及其装置

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NL290314A (fr) 1962-03-19
DE1808167A1 (de) 1968-08-23 1970-02-26 Mini Verkehrswesen Riegelgetriebe fuer die automatische Mittelpufferkupplung von Schienenfahrzeugen
DE19627879A1 (de) * 1996-03-29 1997-10-02 Bergische Stahlindustrie Kupplungskopf einer automatischen Mittelpufferkupplung für Schienenfahrzeuge nach Art einer WILLISON-Kupplung
DE10020351A1 (de) * 2000-04-26 2001-11-08 Knorr Bremse Systeme Betätigungsvorrichtung für eine Umstellautomatik und/oder ein Riegelsystem einer automatischen Kupplung

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PL2829455T3 (pl) 2017-08-31
EP2829455A1 (fr) 2015-01-28

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