EP3259170B1 - Method and device for centering an uncoupled central buffer coupling - Google Patents

Method and device for centering an uncoupled central buffer coupling Download PDF

Info

Publication number
EP3259170B1
EP3259170B1 EP16704007.0A EP16704007A EP3259170B1 EP 3259170 B1 EP3259170 B1 EP 3259170B1 EP 16704007 A EP16704007 A EP 16704007A EP 3259170 B1 EP3259170 B1 EP 3259170B1
Authority
EP
European Patent Office
Prior art keywords
central buffer
buffer coupling
coupling
uncoupled
centering
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.)
Active
Application number
EP16704007.0A
Other languages
German (de)
French (fr)
Other versions
EP3259170A1 (en
Inventor
Clemens EGER-HÜBEL
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Siemens Mobility Austria GmbH
Original Assignee
Siemens Mobility Austria GmbH
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Siemens Mobility Austria GmbH filed Critical Siemens Mobility Austria GmbH
Priority to PL16704007T priority Critical patent/PL3259170T3/en
Publication of EP3259170A1 publication Critical patent/EP3259170A1/en
Application granted granted Critical
Publication of EP3259170B1 publication Critical patent/EP3259170B1/en
Active legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Images

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
    • B61G7/00—Details or accessories
    • B61G7/10—Mounting of the couplings on the vehicle
    • B61G7/12—Adjustable coupling bars, e.g. for centralisation purposes

Definitions

  • the invention relates to a method and a device for centering a central buffer coupling.
  • central buffer couplings Modern rail vehicles, especially passenger rail vehicles for local traffic such as subways, are almost exclusively equipped with central buffer couplings.
  • These central buffer couplings can be designed in such a way that they automatically couple and uncouple, as well as automatically establish the necessary line connections between the vehicles. This is particularly necessary for fully automatically operated, driverless rail vehicles which carry out all operational maneuvering and coupling processes fully automatically.
  • a limiting factor here is the permissible angular offset of the central buffer couplings to be coupled to one another, which must not exceed a certain amount, since otherwise the coupling process cannot be carried out automatically.
  • the non-coupled couplings at the start and end of the train are resiliently held in the middle position with a suitable device in order to prevent the coupling from oscillating while driving.
  • the invention is therefore based on the object of specifying a method and a device for centering an uncoupled central buffer coupling, with which the uncoupled central buffer couplings can be centered for every track radius traversable by the vehicle.
  • the object is achieved by a method with the features of claim 1 and a rail vehicle according to claim 3.
  • the claim describes a method for centering an uncoupled central buffer coupling of a rail vehicle.
  • the clutch is brought into a position (target position) with the aid of force, in which it is located in its respective gripping area, so that an automatic coupling process can be carried out without manual intervention.
  • a power drive is to be provided, by means of which the central buffer coupling can be pivoted horizontally in a certain angular range. Typically, an angle range of + - 30 degrees to the vehicle's longitudinal axis is sufficient.
  • a control device which comprises means for controlling the drive, for example the power electronics required for this.
  • This control device is to be equipped to supply sensor signals by means of which certain criteria can be supplied to the control device. From these signals describing the criterion, the control device determines an optimal angular position of the central buffer coupling relative to the vehicle's longitudinal axis (target position), in which the central buffer coupling is centrally located in its gripping area. Subsequently controls the Control device controls the drive so that the central buffer coupling assumes this target position.
  • the angle of rotation of the bogie closest to the coupling with respect to the longitudinal axis of the vehicle can be used, similar to known mechanical solutions. This angle of rotation can easily be recorded with conventional sensors and provides a precise way of determining the current curve radius. From this radius the required horizontal pivoting, i. the target position of the central buffer coupling can be determined.
  • the geometry of the specific rail vehicle e.g. the length of the central buffer coupling, the location of the pivot point, the gripping area
  • Another unclaimed criterion for determining the desired position of the uncoupled central buffer coupling is the position of the rail vehicle on the route. On routes that have been measured with sufficient accuracy, the determination of the current position on the route can provide a position for this position optimal pivoting of the central buffer coupling can be determined. A sufficiently precise position determination is necessary for this. As a result, however, exact centering can also take place at a transition from straight to curved track sections.
  • the advantageous claimed criterion is obtained by means of image recognition of the track position.
  • image recognition methods the position of the central buffer coupling in relation to the tracks can be continuously determined. A correction value can be determined from this determination and the central buffer coupling can be moved into its desired position.
  • Methods of classic image recognition or stereo cameras and image recognition methods adapted to stereo cameras can be used for optical detection of the position. For a particularly precise detection, it is advisable to actively scan the area in front of the vehicle using light patterns or laser scanning.
  • central buffer couplings can be driven by any means commonly used in rail vehicles, for example by means of compressed air or an electric drive.
  • central buffer couplings are equipped with a resilient return to their geometric central position. This prevents arbitrary movement of the clutch while driving, which loads the clutch bearing and the end stops and leads to the development of noise.
  • a fixed centering device is connected to the vehicle frame, around which the coupling rod can be rotated and automatically returns to the central position by means of spring force. It is particularly advantageous to equip such central buffer couplings with a centering according to the invention, since only minor modifications are required.
  • the fixed centering is arranged so that it can rotate itself, so that the central position into which the coupling rod automatically returns can be adjusted within a certain angular range.
  • the centering must be equipped with a preferably electric rotary drive. It is particularly advantageous that the so-called overload protection remains effective and the coupling rod continues to be deflectable against the spring force. Another advantage is that in coupled operation, the drive acting on the centering does not have to be decoupled. It is sufficient to use the central buffer coupling in coupled operation, i.e. the centering to bring it into its geometric middle position.
  • a linear drive can be used.
  • the linear drive must be equipped with suitable means of overload protection (springs, slipping clutch) and be able to be decoupled for the coupled operation of the vehicle. With compressed air linear drives, this can be done by venting the pneumatic drive.
  • Another embodiment of the invention provides for the control device to be set up together with a clutch controller which controls the actual clutch process. This enables an integrated, compact centering and control device to be created.
  • Fig.1 shows an example and schematically a rail vehicle with a centering of an uncoupled central buffer coupling in a view from above.
  • a rail vehicle 1 is shown, comprising a bogie 5 and a central buffer coupling 2, which is located on a track 4.
  • the track 4 has a straight track section A and a track curve B.
  • the rail vehicle 1 stands with the bogie 5 on the straight track section A, the front of the rail vehicle 1 and especially the central buffer coupling 2 protrude into the curve B of the track.
  • the tip of the central buffer coupling 2 is positioned outside the geometric center of the track and coupling with another rail vehicle may therefore be impossible.
  • the central buffer coupling 2 is mounted so that it can pivot horizontally with respect to the car body of the rail vehicle 1 and its angular position can be changed by means of a drive 3.
  • Fig. 1 represents the initial state before the centering device was put into operation, or the state while driving without the intention of a coupling process.
  • Fig. 2 shows an example and schematically a rail vehicle with a centering of an uncoupled central buffer coupling in a side view.
  • a rail vehicle 1 is shown in a side view, the area directly in front of the front of the rail vehicle 1 being detected by means of an optical image recognition device.
  • the optical detection 8 extends over the central buffer coupling 2 and the track 4.
  • Fig. 3 shows an exemplary and schematic block diagram of a device for centering an uncoupled central buffer coupling.
  • the device comprises a drive 3, which is shown symbolically as a linear drive, and a control device 5 which controls the drive 3.
  • the control device 5 itself can include the necessary devices such as power electronics for electrical drives or pneumatic controls for pneumatic drives, or they can be designed as a separate assembly.
  • the control device 5 comprises an interface 7 for data communication with a vehicle controller (in Fig. 3 not shown) via which operating data can be transmitted bidirectionally. Via this interface 7, for example, a command to initiate automatic centering can be transmitted to the control device 5, or a completed centering can be reported back to the vehicle control.
  • at least one criterion 6 is transmitted to the control device 5, by means of which the setpoint position of the central buffer clutch 2 or the drive 3 is determined by the control device.
  • Fig. 4 shows an example and schematically a coupling bearing with a centering, which is particularly suitable for a rotary drive.
  • the rotatable mounting of a central buffer coupling 2 at the location of the coupling bearing is shown.
  • the coupling rod is shown in section on the left, and the attachment 10 for mounting the coupling unit on the vehicle structure on the right.
  • the middle, essentially circular component represents the centering, which is fixed in conventional couplings and around which the coupling rod pivots.
  • One is deflected by means of spring and damping elements Coupling rod returned to the middle position.
  • This centering should be carried out so that it can be rotated, so that a variable center position that can be specified in a certain angular range is created.
  • the other functions such as overload protection and manual swiveling remained unaffected.
  • This embodiment is particularly suitable for an electrical rotary drive of the centering.
  • the drive can be mounted below the coupling on the vehicle structure.
  • Fig. 5 shows an example and schematically a clutch bearing which is particularly suitable for a linear drive.
  • the embodiment shown has a conventional, spring-loaded centering and can be easily adjusted by means of a drive (in. Fig. 5 not shown) can be equipped with automatic centering.
  • a drive is to be provided, which on the Fig. 5
  • the coupling rod shown on the left works.
  • the mechanical force of the centering counteracting the deflection of the coupling rod can easily be overcome by the drive.
  • the drive can be switched off for operation in the coupled state and while driving without the intention of coupling.
  • This embodiment is particularly suitable for pneumatic drives, since these can be displaced without force when the pneumatic cylinder is vented and do not offer any resistance to the deflection of coupled coupling rods.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Vehicle Body Suspensions (AREA)
  • Mechanical Operated Clutches (AREA)

Description

Verfahren und Einrichtung zur Zentrierung einer ungekuppelten Mittelpufferkupplung.Method and device for centering an uncoupled central buffer coupling.

Technisches GebietTechnical area

Die Erfindung betrifft ein Verfahren und eine Einrichtung zur Zentrierung einer Mittelpufferkupplung.The invention relates to a method and a device for centering a central buffer coupling.

Stand der TechnikState of the art

Moderne Schienenfahrzeuge, insbesondere Passagierschienenfahrzeuge für den Nahverkehr wie U-Bahnen sind fast ausschließlich mit Mittelpufferkupplungen ausgestattet. Diese Mittelpufferkupplungen können so ausgeführt werden, dass sie automatisch kuppeln und entkuppeln, sowie die erforderlichen Leitungsverbindungen zwischen den Fahrzeugen automatisch herstellen. Dies ist insbesondere für vollautomatisch betriebene, fahrzeugführerlose Schienenfahrzeuge erforderlich, welche alle betrieblichen Rangier- und Kuppelvorgänge vollautomatisch ausführen. Einschränkend dabei ist der zulässige Winkelversatz der zu kuppelnden Mittelpufferkupplungen zueinander, der ein bestimmtes Maß nicht überschreiten darf, da andernfalls der Kuppelvorgang nicht automatisch ausführbar ist. Die nichtgekoppelten Kupplungen am Zugbeginn und am Zugende sind mit einer geeigneten Vorrichtung federnd in Mittelstellung gehalten um eine Schwingbewegung der Kupplung während der Fahrt zu verhindern. Dadurch kann ein Kuppelvorgang in einem Gleisbogen nur ausgeführt werden wenn der Kurvenradius einen bestimmten Wert nicht unterschreitet und der sogenannte Greifbereich der Kupplung nicht verlassen wird. In engeren Gleisradien ist somit nur mit manueller Hilfe ein Kuppelvorgang möglich. Gemäß dem Stand der Technik kann dieses Problem teilweise mittels eines Gestänges zwischen der Mittelpufferkupplung und dem ersten folgenden Drehgestell reduziert werden, welches die Mittelpufferkupplung entsprechend dem Drehwinkel des Drehgestells nachführt, siehe z. B. US 2014/0284297 A1 .Modern rail vehicles, especially passenger rail vehicles for local traffic such as subways, are almost exclusively equipped with central buffer couplings. These central buffer couplings can be designed in such a way that they automatically couple and uncouple, as well as automatically establish the necessary line connections between the vehicles. This is particularly necessary for fully automatically operated, driverless rail vehicles which carry out all operational maneuvering and coupling processes fully automatically. A limiting factor here is the permissible angular offset of the central buffer couplings to be coupled to one another, which must not exceed a certain amount, since otherwise the coupling process cannot be carried out automatically. The non-coupled couplings at the start and end of the train are resiliently held in the middle position with a suitable device in order to prevent the coupling from oscillating while driving. This means that a coupling process in a track curve can only be carried out if the curve radius is a does not fall below a certain value and the so-called grip range of the clutch is not left. A coupling process is therefore only possible with manual help in narrower track radii. According to the prior art, this problem can be partially reduced by means of a linkage between the central buffer coupling and the first following bogie, which tracks the central buffer coupling according to the rotation angle of the bogie, see e.g. B. US 2014/0284297 A1 .

Dieses Verfahren weist beträchtliche Nachteile auf, da das Gestänge Bauraum an der Unterseite des Fahrzeugs benötigt und regelmäßiger Wartung bedarf. Weiters ist es an Übergängen von einem geraden Gleisabschnitt in eine Kurve (Kurveneinfahrt) wirkungslos, da an dieser Stelle das betreffende Drehgestell noch nicht gegenüber dem Wagenkasten verdreht ist.This method has considerable disadvantages, since the linkage requires installation space on the underside of the vehicle and requires regular maintenance. Furthermore, it is ineffective at transitions from a straight track section to a curve (corner entry), since at this point the relevant bogie is not yet rotated relative to the car body.

Darstellung der ErfindungPresentation of the invention

Der Erfindung liegt daher die Aufgabe zugrunde, ein Verfahren und eine Einrichtung zur Zentrierung einer ungekuppelten Mittelpufferkupplung anzugeben, womit bei jedem von dem Fahrzeug befahrbaren Gleisradius die nichtgekoppelten Mittelpufferkupplungen zentriert werden können.The invention is therefore based on the object of specifying a method and a device for centering an uncoupled central buffer coupling, with which the uncoupled central buffer couplings can be centered for every track radius traversable by the vehicle.

Die Aufgabe wird durch ein Verfahren mit den Merkmalen des Anspruchs 1 und ein Schienenfahrzeug nach Anspruch 3 gelöst.The object is achieved by a method with the features of claim 1 and a rail vehicle according to claim 3.

Vorteilhafte Ausgestaltungen sind Gegenstand untergeordneter Ansprüche.Advantageous configurations are the subject of subordinate claims.

Dem Grundgedanken der Erfindung nach wird im Anspruch ein Verfahren zur Zentrierung einer ungekuppelten Mittelpufferkupplung eines Schienenfahrzeugs beschrieben.According to the basic idea of the invention, the claim describes a method for centering an uncoupled central buffer coupling of a rail vehicle.

Dadurch ist der Vorteil erzielbar, die Mittelpufferkupplung jederzeit in eine solche Position (Winkellage zur Fahrzeuglängsache) stellen zu können, dass ein Kuppelvorgang ausführbar ist. Dabei wird die Kupplung kraftunterstützt in eine Lage (Sollstellung) gebracht, in welcher sie sich in ihrem jeweiligen Greifbereich befindet, sodass ohne manuelle Einwirkung ein automatischer Kuppelvorgang ausführbar ist. Dazu ist ein Kraftantrieb vorzusehen, mittels welchem die Mittelpufferkupplung in einem bestimmten Winkelbereich horizontal verschwenkbar ist. Typischerweise ist dabei ein Winkelbereich von +- 30 Grad zur Fahrzeuglängsachse ausreichend.This has the advantage of being able to place the central buffer coupling at any time in such a position (angular position relative to the longitudinal vehicle) that a coupling process can be carried out. The clutch is brought into a position (target position) with the aid of force, in which it is located in its respective gripping area, so that an automatic coupling process can be carried out without manual intervention. For this purpose, a power drive is to be provided, by means of which the central buffer coupling can be pivoted horizontally in a certain angular range. Typically, an angle range of + - 30 degrees to the vehicle's longitudinal axis is sufficient.

Weiters ist eine Steuereinrichtung vorzusehen, welche Mittel zur Ansteuerung des Antriebs umfasst, beispielsweise die dazu erforderliche Leistungselektronik. Diese Steuereinrichtung ist zur Zuführung von Sensorsignalen auszustatten, mittels welchen der Steuereinrichtung bestimmte Kriterien zuführbar sind. Aus diesen, das Kriterium beschreibenden Signalen ermittelt die Steuereinrichtung eine jeweils optimale Winkellage der Mittelpufferkupplung zur Fahrzeuglängsachse (Sollstellung), bei welcher die Mittelpufferkupplung mittig in ihrem Greifbereich liegt. In weiterer Folge steuert die Steuereinrichtung den Antrieb so an, dass die Mittelpufferkupplung diese Sollstellung einnimmt.Furthermore, a control device is to be provided which comprises means for controlling the drive, for example the power electronics required for this. This control device is to be equipped to supply sensor signals by means of which certain criteria can be supplied to the control device. From these signals describing the criterion, the control device determines an optimal angular position of the central buffer coupling relative to the vehicle's longitudinal axis (target position), in which the central buffer coupling is centrally located in its gripping area. Subsequently controls the Control device controls the drive so that the central buffer coupling assumes this target position.

Er ist besonders vorteilhaft, das erfindungsgemäße Verfahren ausschließlich vor einem geplanten Kuppelvorgang auszuführen. Die Winkellage einer ungekuppelten Mittelpufferkupplung (jeweils an den Zugenden) ist während des Betriebs unerheblich und nur bei einem Kuppelvorgang relevant. Durch den Verzicht auf kontinuierliches Ansteuern des Antriebs kann der Energieverbrauch reduziert und der Verschleiß des Antriebs minimiert werden.It is particularly advantageous to carry out the method according to the invention exclusively before a planned coupling process. The angular position of an uncoupled central buffer coupling (at each end of the train) is insignificant during operation and is only relevant during a coupling process. By dispensing with continuous control of the drive, energy consumption can be reduced and wear and tear on the drive minimized.

Als nicht beanspruchtes Kriterium zur Bestimmung der Sollstellung der ungekuppelten Mittelpufferkupplung kann dabei, ähnlich wie bei bekannten mechanischen Lösungen der Drehwinkel des der Kupplung nächsten Drehgestells gegenüber der Fahrzeuglängsachse genutzt werden. Dieser Drehwinkel kann mit gebräuchlicher Sensorik einfach erfasst werden und ergibt eine genaue Möglichkeit der Ermittlung des aktuellen Kurvenradius. Aus diesem Radius kann die erforderliche horizontale Verschwenkung, d.h. die Sollstellung der Mittelpufferkupplung ermittelt werden. In diese Berechnung fließt die Geometrie des konkreten Schienenfahrzeugs (z.B. die Länge der Mittelpufferkupplung, der Ort des Drehpunkts, der Greifbereich) ein. Nachteilig ist dabei jedoch, dass bei einem Übergang von geraden in gebogene Gleisabschnitte keine Mittenzentrierung erfolgt.As a criterion that is not claimed for determining the desired position of the uncoupled central buffer coupling, the angle of rotation of the bogie closest to the coupling with respect to the longitudinal axis of the vehicle can be used, similar to known mechanical solutions. This angle of rotation can easily be recorded with conventional sensors and provides a precise way of determining the current curve radius. From this radius the required horizontal pivoting, i. the target position of the central buffer coupling can be determined. The geometry of the specific rail vehicle (e.g. the length of the central buffer coupling, the location of the pivot point, the gripping area) is included in this calculation. However, it is disadvantageous that there is no centering at a transition from straight to curved track sections.

Ein weiteres nicht beanspruchtes Kriterium zur Bestimmung der Sollstellung der ungekuppelten Mittelpufferkupplung ist die Position des Schienenfahrzeugs auf der Strecke. Auf Strecken, welche hinreichend exakt vermessen sind, kann aus der Ermittlung der aktuellen Position auf der Strecke eine für diese Position optimale Verschwenkung der Mittelpufferkupplung bestimmt werden. Dazu ist eine hinreichend genaue Positionsbestimmung erforderlich. Dadurch kann jedoch auch an einem Übergang von geraden in gebogene Gleisabschnitte eine exakte Mittenzentrierung erfolgen.Another unclaimed criterion for determining the desired position of the uncoupled central buffer coupling is the position of the rail vehicle on the route. On routes that have been measured with sufficient accuracy, the determination of the current position on the route can provide a position for this position optimal pivoting of the central buffer coupling can be determined. A sufficiently precise position determination is necessary for this. As a result, however, exact centering can also take place at a transition from straight to curved track sections.

Das vorteilhafte anspruchsgemäße Kriterium wird mittels Bilderkennung der Gleislage gewonnen. Mittels geeigneter Bilderkennungsverfahren kann kontinuierlich die Lage der Mittelpufferkupplung bezogen auf die Geleise ermittelt werden. Aus dieser Ermittlung kann ein Korrekturwert bestimmt werden und die Mittelpufferkupplung in ihre Sollstellung bewegt werden. Zur optischen Erfassung der Position können Methoden der klassischen Bilderkennung oder auch Stereokameras und auf Stereokameras adaptierte Bilderkennungsverfahren eingesetzt werden. Für eine besonders exakte Erfassung ist es empfehlenswert eine aktive Abtastung des Bereichs vor dem Fahrzeug mittels Lichtmustern oder Laserabtastung vorzusehen.The advantageous claimed criterion is obtained by means of image recognition of the track position. Using suitable image recognition methods, the position of the central buffer coupling in relation to the tracks can be continuously determined. A correction value can be determined from this determination and the central buffer coupling can be moved into its desired position. Methods of classic image recognition or stereo cameras and image recognition methods adapted to stereo cameras can be used for optical detection of the position. For a particularly precise detection, it is advisable to actively scan the area in front of the vehicle using light patterns or laser scanning.

Es ist empfehlenswert, alle zur automatischen Kupplung einsetzbaren Mittelpufferkupplungen eines Fahrzeugs, bzw. eines Zugverbands mit einer erfindungsgemäßen Einrichtung auszustatten. Dadurch kann ein vollautomatischer Fahrbetrieb auf der gesamten Strecke sichergestellt werden. Dies ist insbesondere vorteilhaft, da solcherart sowohl ein vollautomatischer Rangierbetrieb zur vollautomatischen Zusammenstellung der erforderlichen Zugkombinationen als auch ein Bergebetrieb möglich ist, bei welchem ein defekter Zug durch einen weiteren Zug auf jeder Position der Strecke geborgen werden kann.It is advisable to equip all central buffer couplings of a vehicle or a train set that can be used for automatic coupling with a device according to the invention. This means that fully automatic driving can be ensured along the entire route. This is particularly advantageous because in this way both a fully automatic shunting operation for the fully automatic compilation of the required train combinations and a rescue operation are possible in which a defective train can be recovered by another train at any position on the route.

Der Antrieb der Zentrierung einer ungekuppelten Mittelpufferkupplung kann mit allen in Schienenfahrzeugen gebräuchlichen Mitteln erfolgen, beispielsweise mittels Druckluft oder elektrischem Antrieb. Mittelpufferkupplungen sind gemäß dem Stand der Technik mit einer federnden Rückführung in ihre geometrische Mittellage ausgestattet. Dadurch wird ein willkürliches Bewegen der Kupplung während des Fahrbetriebs verhindert, welches das Kupplungslager und die Endanschläge belastet und zu Geräuschentwicklung führt. Dabei ist eine fest angeordnete Mittenzentrierung mit dem Fahrzeugrahmen verbunden, um welche die Kupplungsstange drehbar ist und sich mittels Federkraft in die Mittelstellung selbsttätig rückführt. Es ist besonders vorteilhaft, solche Mittelpufferkupplungen mit einer erfindungsgemäßen Zentrierung auszustatten, da dabei nur geringe Modifikationen erforderlich sind. Die fest angeordnete Mittenzentrierung wird dazu selbst drehbar angeordnet, sodass die Mittelstellung in welche die Kupplungsstange sich automatisch rückführt, in einem bestimmten Winkelbereich einstellbar ist. Dazu ist die Mittenzentrierung mit einem vorzugsweise elektrischen Drehantrieb auszustatten. Besonders vorteilhaft dabei ist, dass der sogenannte Überlastschutz unverändert wirkungsvoll bleibt und die Kupplungsstange gegen die Federkraft weiterhin auslenkbar bleibt. Ein weiterer Vorteil liegt darin, dass in gekuppeltem Betrieb der auf die Mittenzentrierung wirkende Antrieb nicht ausgekuppelt werden muss. Es ist ausreichend, in gekuppeltem Betrieb die Mittelpufferkupplung, d.h. die Mittenzentrierung, in ihre geometrische Mittelstellung zu bringen.The centering of an uncoupled central buffer coupling can be driven by any means commonly used in rail vehicles, for example by means of compressed air or an electric drive. According to the state of the art, central buffer couplings are equipped with a resilient return to their geometric central position. This prevents arbitrary movement of the clutch while driving, which loads the clutch bearing and the end stops and leads to the development of noise. A fixed centering device is connected to the vehicle frame, around which the coupling rod can be rotated and automatically returns to the central position by means of spring force. It is particularly advantageous to equip such central buffer couplings with a centering according to the invention, since only minor modifications are required. The fixed centering is arranged so that it can rotate itself, so that the central position into which the coupling rod automatically returns can be adjusted within a certain angular range. For this purpose, the centering must be equipped with a preferably electric rotary drive. It is particularly advantageous that the so-called overload protection remains effective and the coupling rod continues to be deflectable against the spring force. Another advantage is that in coupled operation, the drive acting on the centering does not have to be decoupled. It is sufficient to use the central buffer coupling in coupled operation, i.e. the centering to bring it into its geometric middle position.

Eine weitere Ausführungsform der Erfindung sieht vor, Fahrzeuge mit Mittelpufferkupplungen ohne federunterstützte Mittenzentrierung mit einer Zentrierung einer ungekuppelten Mittelpufferkupplung auszustatten, wobei vorzugsweise ein Linearantrieb eingesetzt werden kann. In dieser Ausführungsform muß der Linearantrieb mit geeigneten Mittel eines Überlastungsschutzes (Federn, Rutschkupplung) ausgestattet werden und für den gekuppelten Betrieb des Fahrzeugs auskoppelbar sein. Bei Druckluftlinearantrieben kann dies durch Entlüften des Pneumatischen Antriebs erfolgen.Another embodiment of the invention provides vehicles with central buffer couplings without spring-assisted centering with a centering of an uncoupled one Equip central buffer coupling, preferably a linear drive can be used. In this embodiment, the linear drive must be equipped with suitable means of overload protection (springs, slipping clutch) and be able to be decoupled for the coupled operation of the vehicle. With compressed air linear drives, this can be done by venting the pneumatic drive.

Eine weitere Ausführungsform der Erfindung sieht vor, die Steuereinrichtung zusammen mit einer Kupplungssteuerung aufzubauen, welche den eigentlichen Kuppelvorgang steuert. Dadurch kann ein integriertes, kompaktes Zentrier- und Steuergerät geschaffen werden.Another embodiment of the invention provides for the control device to be set up together with a clutch controller which controls the actual clutch process. This enables an integrated, compact centering and control device to be created.

Kurzbeschreibung der ZeichnungenBrief description of the drawings

Es zeigen beispielhaft:

  • Fig.1 Schienenfahrzeug mit einer Zentrierung einer ungekuppelten Mittelpufferkupplung, Ansicht von Oben.
  • Fig.2 Schienenfahrzeug mit einer Zentrierung einer ungekuppelten Mittelpufferkupplung, Seitenansicht.
  • Fig.3 Einrichtung zur Zentrierung einer ungekuppelten Mittelpufferkupplung.
  • Fig.4 Kupplungslager mit einer Mittenzentrierung, besonders geeignet für einen Drehantrieb.
  • Fig.5 Kupplungslager mit einer Mittenzentrierung, besonders geeignet für einen Linearantrieb.
It shows as an example:
  • Fig.1 Rail vehicle with a centering of an uncoupled central buffer coupling, view from above.
  • Fig. 2 Rail vehicle with a centering of an uncoupled central buffer coupling, side view.
  • Fig. 3 Device for centering an uncoupled central buffer coupling.
  • Fig. 4 Coupling bearing with a centering, particularly suitable for a rotary drive.
  • Fig. 5 Coupling bearing with centering, particularly suitable for a linear drive.

Ausführung der ErfindungImplementation of the invention

Fig.1 zeigt beispielhaft und schematisch ein Schienenfahrzeug mit einer Zentrierung einer ungekuppelten Mittelpufferkupplung in einer Ansicht von Oben. Es ist ein Schienenfahrzeug 1, umfassend ein Drehgestell 5 und eine Mittelpufferkupplung 2 dargestellt, welches sich auf einem Gleis 4 befindet. Das Gleis 4 weist einen geraden Gleisabschnitt A und einen Gleisbogen B auf. Das Schienenfahrzeug 1 steht mit dem Drehgestell 5 auf dem geraden Gleisabschnitt A, die Stirn des Schienenfahrzeugs 1 und besonders die Mittelpufferkupplung 2 ragen in den Gleisbogen B hinein. Dadurch ist die Spitze der Mittelpufferkupplung 2 außerhalb der geometrischen Gleismitte positioniert und ein Kuppeln mit einem weiteren Schienenfahrzeug kann dadurch unmöglich sein. Die Mittelpufferkupplung 2 ist gegenüber dem Wagenkasten des Schienenfahrzeugs 1 horizontal schwenkbar gelagert und kann in ihrer Winkellage mittels eines Antriebs 3 verändert werden. Fig. 1 stellt den Ausgangszustand, noch vor der Inbetriebnahme der Einrichtung zur Mittenzentrierung dar, bzw. den Zustand während der Fahrt ohne Beabsichtigung eines Kuppelvorgangs. Fig.1 shows an example and schematically a rail vehicle with a centering of an uncoupled central buffer coupling in a view from above. A rail vehicle 1 is shown, comprising a bogie 5 and a central buffer coupling 2, which is located on a track 4. The track 4 has a straight track section A and a track curve B. The rail vehicle 1 stands with the bogie 5 on the straight track section A, the front of the rail vehicle 1 and especially the central buffer coupling 2 protrude into the curve B of the track. As a result, the tip of the central buffer coupling 2 is positioned outside the geometric center of the track and coupling with another rail vehicle may therefore be impossible. The central buffer coupling 2 is mounted so that it can pivot horizontally with respect to the car body of the rail vehicle 1 and its angular position can be changed by means of a drive 3. Fig. 1 represents the initial state before the centering device was put into operation, or the state while driving without the intention of a coupling process.

Fig.2 zeigt beispielhaft und schematisch Schienenfahrzeug mit einer Zentrierung einer ungekuppelten Mittelpufferkupplung in einer Seitenansicht. Es ist ein Schienenfahrzeug 1 in einer Seitenansicht dargestellt, wobei mittels einer optischen Bilderkennungseinrichtung der Bereich unmittelbar vor der Front des Schienenfahrzeugs 1 erfasst wird. Die optische Erfassung 8 erstreckt sich über die Mittelpufferkupplung 2 und das Gleis 4. Fig. 2 shows an example and schematically a rail vehicle with a centering of an uncoupled central buffer coupling in a side view. A rail vehicle 1 is shown in a side view, the area directly in front of the front of the rail vehicle 1 being detected by means of an optical image recognition device. The optical detection 8 extends over the central buffer coupling 2 and the track 4.

Fig.3 zeigt beispielhaft und schematisch ein Blockschaltbild einer Einrichtung zur Zentrierung einer ungekuppelten Mittelpufferkupplung. Die Einrichtung umfasst einen Antrieb 3, welcher symbolisch als Linearantrieb dargestellt ist und eine Steuereinrichtung 5, welche den Antrieb 3 ansteuert. Dabei kann die Steuereinrichtung 5 selbst die erforderlichen Einrichtungen wie Leistungselektronik für elektrische Antriebe oder pneumatische Steuerungen für pneumatische Antriebe umfassen oder diese können als getrennte Baugruppe ausgeführt sein. Die Steuereinrichtung 5 umfasst eine Schnittstelle 7 zur Datenkommunikation mit einer Fahrzeugsteuerung (in Fig. 3 nicht dargestellt) über welche Betriebsdaten bidirektional übermittelbar sind. Über diese Schnittstelle 7 kann beispielsweise ein Befehl zur Initiierung einer automatischen Zentrierung an die Steuereinrichtung 5 übermittelt werden oder es kann eine erfolgte Zentrierung an die Fahrzeugsteuerung rückgemeldet werden. Weiters wird der Steuereinrichtung 5 mindestens ein Kriterium 6 übermittelt, mittels welchem die Sollstellung der Mittelpufferkupplung 2, bzw. des Antriebs 3 durch die Steuereinrichtung ermittelt wird. Fig. 3 shows an exemplary and schematic block diagram of a device for centering an uncoupled central buffer coupling. The device comprises a drive 3, which is shown symbolically as a linear drive, and a control device 5 which controls the drive 3. The control device 5 itself can include the necessary devices such as power electronics for electrical drives or pneumatic controls for pneumatic drives, or they can be designed as a separate assembly. The control device 5 comprises an interface 7 for data communication with a vehicle controller (in Fig. 3 not shown) via which operating data can be transmitted bidirectionally. Via this interface 7, for example, a command to initiate automatic centering can be transmitted to the control device 5, or a completed centering can be reported back to the vehicle control. Furthermore, at least one criterion 6 is transmitted to the control device 5, by means of which the setpoint position of the central buffer clutch 2 or the drive 3 is determined by the control device.

Fig.4 zeigt beispielhaft und schematisch ein Kupplungslager mit einer Mittenzentrierung, welches besonders für einen Drehantrieb geeignet ist. Es ist die drehbare Lagerung einer Mittelpufferkupplung 2 an der Stelle des Kupplungslagers gezeigt. Linksseitig ist geschnitten die Kupplungsstange dargestellt, rechtsseitig die Befestigung 10 zur Montage der Kupplungseinheit an der Fahrzeugstruktur. Der mittlere, im Wesentlichen kreisförmige Bauteil stellt die Mittenzentrierung dar, welcher bei konventionellen Kupplungen feststeht und um welchen die Kupplungsstange schwenkt. Mittels Feder- und Dämpfungselemente wird eine ausgelenkte Kupplungsstange wieder in die Mittelposition rückgeführt. Diese Mittenzentrierung soll drehbar gelagert ausgeführt werden, sodass eine variable, in einem bestimmten Winkelbereich vorgebbare Mittenstellung entsteht. Die weiteren Funktionen, wie Überlastschutz und manuelle Schwenkbarkeit blieben dabei unberührt. Diese Ausführungsform eignet sich besonders für einen elektrischen Drehantrieb der Mittenzentrierung. Eine Montage des Antriebs kann unterhalb der Kupplung an der Fahrzeugstruktur erfolgen. Fig. 4 shows an example and schematically a coupling bearing with a centering, which is particularly suitable for a rotary drive. The rotatable mounting of a central buffer coupling 2 at the location of the coupling bearing is shown. The coupling rod is shown in section on the left, and the attachment 10 for mounting the coupling unit on the vehicle structure on the right. The middle, essentially circular component represents the centering, which is fixed in conventional couplings and around which the coupling rod pivots. One is deflected by means of spring and damping elements Coupling rod returned to the middle position. This centering should be carried out so that it can be rotated, so that a variable center position that can be specified in a certain angular range is created. The other functions such as overload protection and manual swiveling remained unaffected. This embodiment is particularly suitable for an electrical rotary drive of the centering. The drive can be mounted below the coupling on the vehicle structure.

Fig.5 zeigt beispielhaft und schematisch ein Kupplungslager, welches besonders für einen Linearantrieb geeignet ist. Die gezeigte Ausführungsform weist eine konventionelle, federbelastete Mittenzentrierung auf und kann einfach mittels eines Antriebs (in. Fig.5 nicht dargestellt) mit einer automatischen Mittenzentrierung ausgestattet werden. Dabei ist ein Antrieb vorzusehen, welcher auf die, in Fig.5 links dargestellte Kupplungsstange wirkt. Die der Auslenkung der Kupplungsstange entgegenwirkende mechanische Kraft der Mittenzentrierung kann durch den Antrieb leicht überwunden werden. Für den Betrieb in gekuppeltem Zustand und während der Fahrt ohne Absicht zu kuppeln kann der Antrieb abgeschaltet werden. Diese Ausführungsform eignet sich besonders für pneumatische Antriebe, da diese bei Entlüftung des pneumatischen Zylinders kraftlos verschiebbar werden und der Auslenkung gekuppelter Kupplungsstangen keinen Widerstand entgegensetzen. Fig. 5 shows an example and schematically a clutch bearing which is particularly suitable for a linear drive. The embodiment shown has a conventional, spring-loaded centering and can be easily adjusted by means of a drive (in. Fig. 5 not shown) can be equipped with automatic centering. A drive is to be provided, which on the Fig. 5 The coupling rod shown on the left works. The mechanical force of the centering counteracting the deflection of the coupling rod can easily be overcome by the drive. The drive can be switched off for operation in the coupled state and while driving without the intention of coupling. This embodiment is particularly suitable for pneumatic drives, since these can be displaced without force when the pneumatic cylinder is vented and do not offer any resistance to the deflection of coupled coupling rods.

Liste der BezeichnungenList of names

11
SchienenfahrzeugRail vehicle
22
MittelpufferkupplungCentral buffer coupling
33
Antriebdrive
44th
Gleistrack
55
SteuereinrichtungControl device
66
Kriteriumcriteria
77th
SchnittelleInterface
88th
optische Erfassungoptical detection
99
MittenzentrierungCentering
1010
BefestigungAttachment
AA.
gerader Gleisabschnittstraight track section
BB.
GleisbogenCurved track

Claims (5)

  1. Method for positioning an uncoupled central buffer coupling (2) of a rail vehicle (1) into an angular position in relation to the vehicle longitudinal axis, in which the central buffer coupling lies in the middle of its gripping range, wherein the central buffer coupling (2) is arranged such that it can be horizontally pivoted by means of a force-operated drive (3), with the following method steps:
    - determining the angular position of the central buffer coupling (2) in relation to the track (4) by means of an optical image recognition method and transmitting said position information to a control facility (5),
    - determining a target setting of the central buffer coupling (2), in which the central buffer coupling (2) lies in the middle of its gripping range, by means of the position information by way of the control facility (5),
    - actuating the drive (3) by way of the control facility (5), until the central buffer coupling (2) has assumed the target setting.
  2. Method for positioning an uncoupled central buffer coupling (2) of a rail vehicle (1) according to claim 1,
    characterised in that the optical position determination of the central buffer coupling (2) in relation to the track (4) is supported by the emission of a light pattern.
  3. Rail vehicle (1) with a positioning of an uncoupled central buffer coupling (2), wherein the central buffer coupling (2) is arranged such that it can be horizontally pivoted by means of a force-operated drive (3),
    characterised in that the rail vehicle comprises an image recognition facility, by means of which an optical detection (8) of the angular position of the central buffer coupling is provided, by way of which a determination of the angular position of the central buffer coupling (2) in relation to the track can take place by means of an image recognition method,
    wherein a transmitting of said angular position of the central buffer coupling (2) to a control facility (5) is provided, wherein the control facility (5) is configured to ascertain a target setting of the central buffer coupling (2), in which the central buffer coupling (2) lies in the middle of its gripping range, and to actuate the drive (3).
  4. Rail vehicle (1) with a positioning of an uncoupled central buffer coupling (2) according to claim 3,
    characterised in that the control facility (5) is equipped with an interface (7) to a vehicle controller, via which a signal indicating an intended coupling procedure can be transmitted to the control facility (3).
  5. Rail vehicle (1) with a positioning of an uncoupled central buffer coupling (2) according to claim 4,
    characterised in that the optical detection (8) of the angular position of the central buffer coupling (2) in relation to the track (4) is supported by the emission of a light pattern.
EP16704007.0A 2015-02-16 2016-02-12 Method and device for centering an uncoupled central buffer coupling Active EP3259170B1 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
PL16704007T PL3259170T3 (en) 2015-02-16 2016-02-12 Method and device for centering an uncoupled central buffer coupling

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
ATA50114/2015A AT516914B1 (en) 2015-02-16 2015-02-16 Method and device for centering an uncoupled central buffer coupling
PCT/EP2016/053001 WO2016131716A1 (en) 2015-02-16 2016-02-12 Method and device for centering an uncoupled central buffer coupling

Publications (2)

Publication Number Publication Date
EP3259170A1 EP3259170A1 (en) 2017-12-27
EP3259170B1 true EP3259170B1 (en) 2020-09-30

Family

ID=55349855

Family Applications (1)

Application Number Title Priority Date Filing Date
EP16704007.0A Active EP3259170B1 (en) 2015-02-16 2016-02-12 Method and device for centering an uncoupled central buffer coupling

Country Status (5)

Country Link
EP (1) EP3259170B1 (en)
CN (1) CN107207020B (en)
AT (1) AT516914B1 (en)
PL (1) PL3259170T3 (en)
WO (1) WO2016131716A1 (en)

Families Citing this family (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2019056635A1 (en) * 2017-09-25 2019-03-28 中车株洲电力机车有限公司 Railway vehicle coupler rotary centring mechanism, control system and vehicle rescue method
JP7058906B2 (en) * 2017-09-27 2022-04-25 日本信号株式会社 Coupling device for railroad vehicles
WO2022008108A1 (en) 2020-07-09 2022-01-13 Dellner Couplers Ab Device for deflection of a coupler of a train vehicle, coupler of a train, car of a multi-car vehicle and method for coupling a first car of a multi-car vehicle to a second car of a multi-car vehicle
SE2150646A1 (en) * 2021-05-20 2022-11-21 Dellner Couplers Ab Coupler with angular position detection assembly, angular position detection system and method

Family Cites Families (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3365078A (en) * 1966-01-11 1968-01-23 Halliburton Co Apparatus to facilitate the coupling of railway cars
US3520421A (en) * 1966-06-03 1970-07-14 Pullman Inc Coupler positioning arrangement for railway vehicles
US3642149A (en) * 1969-12-15 1972-02-15 Holland Co Coupler-positioning device for railroad car couplers
DE10162731A1 (en) * 2001-12-20 2003-07-03 Voith Turbo Scharfenberg Gmbh Device for the horizontal center reset for a central buffer coupling pivotably attached to a rail vehicle by means of a coupling shaft
CN101475012B (en) * 2009-01-23 2012-05-30 齐齐哈尔轨道交通装备有限责任公司 Coupler buffering mechanism
KR20150132243A (en) * 2013-03-22 2015-11-25 웹텍 홀딩 코포레이션 Automated coupler positioning device
WO2014188712A1 (en) * 2013-05-22 2014-11-27 川崎重工業株式会社 Coupler system and railroad vehicle
DE102014101986A1 (en) * 2014-02-17 2015-08-20 Voith Patent Gmbh Coupling device for a car body with a vehicle main frame guided via a drive system

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
None *

Also Published As

Publication number Publication date
EP3259170A1 (en) 2017-12-27
AT516914B1 (en) 2017-02-15
CN107207020A (en) 2017-09-26
PL3259170T3 (en) 2021-03-08
WO2016131716A1 (en) 2016-08-25
CN107207020B (en) 2020-09-22
AT516914A1 (en) 2016-09-15

Similar Documents

Publication Publication Date Title
EP3259170B1 (en) Method and device for centering an uncoupled central buffer coupling
EP2744695B1 (en) Device for pivoting one or more front flaps of a track-guided vehicle
AT501893B1 (en) METHOD AND DEVICE FOR EXTERIOR OPERATION OF DEFECTIVE DOORS
DE102017002926A1 (en) Actuator for controlling a wheelset of a rail vehicle
DE102007051472A1 (en) Assembly device for installation of axle assembly i.e. drive train, in car body, has spindle drive detachably connected with body and including drive system that automatically stops drive upon reaching assembling end position of body
EP3464019B1 (en) Verification of the integrity of a train of vehicles
WO2012113678A1 (en) Method and device for operating a rail-bound vehicle
WO2006117036A2 (en) Device carrier for actuating an electric coupling and a control element
EP2998182A1 (en) Drive unit for a step of a rail vehicle, step unit, and rail vehicle with a step unit
DE102012020697A1 (en) Device for adjusting air guiding device e.g. spoiler, for vehicle i.e. lorry, has adjusting unit driven by operating device that has wireless remote controller, cable-bonded remote controller, operating unit, and communication device
EP4058320A1 (en) Pantograph system, and method for automatically contacting and/or disconnecting a pantograph system
EP3577000B1 (en) Gap bridging device and method for operating a gap bridging device
EP3129269B1 (en) Control device
WO2017162406A1 (en) Interface, input or output means, retrofitting kit and method for retrofitting a rail vehicle for an autonomous driving operation
DE102016121363A1 (en) Bracket for antennas
DE102019214662A1 (en) Charging station for an energy storage device on the vehicle
DE102018218588A1 (en) Method for operating a motor vehicle and corresponding motor vehicle
EP4084985B1 (en) Road-guided motor vehicle and method for raising the pantograph of a power collector of a road-guided motor vehicle
EP3300986A1 (en) Pneumatic control assembly for a rail vehicle
EP3655301B1 (en) Rail vehicle for transporting passengers
DE102011054422A1 (en) Protection system for intermittent protection of rail vehicle i.e. train, has signal detection unit transferring determined driving road information to data balise to transmit information as further information to rail vehicle
DE102020134145A1 (en) Method and device for the automated locking and/or unlocking of an exchangeable load carrier parked on a loading area of a vehicle
DE102019006081A1 (en) Drive device for a height-adjustable coupling device and method for height adjustment of a height-adjustable coupling device
DE112006002671B4 (en) A system for fault diagnosis
EP3814188B1 (en) Emergency catch device

Legal Events

Date Code Title Description
STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: THE INTERNATIONAL PUBLICATION HAS BEEN MADE

PUAI Public reference made under article 153(3) epc to a published international application that has entered the european phase

Free format text: ORIGINAL CODE: 0009012

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: REQUEST FOR EXAMINATION WAS MADE

17P Request for examination filed

Effective date: 20170614

AK Designated contracting states

Kind code of ref document: A1

Designated state(s): AL AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HR HU IE IS IT LI LT LU LV MC MK MT NL NO PL PT RO RS SE SI SK SM TR

AX Request for extension of the european patent

Extension state: BA ME

DAV Request for validation of the european patent (deleted)
DAX Request for extension of the european patent (deleted)
RAP1 Party data changed (applicant data changed or rights of an application transferred)

Owner name: SIEMENS MOBILITY GMBH

RAP1 Party data changed (applicant data changed or rights of an application transferred)

Owner name: SIEMENS MOBILITY AUSTRIA GMBH

GRAP Despatch of communication of intention to grant a patent

Free format text: ORIGINAL CODE: EPIDOSNIGR1

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: GRANT OF PATENT IS INTENDED

INTG Intention to grant announced

Effective date: 20200511

GRAS Grant fee paid

Free format text: ORIGINAL CODE: EPIDOSNIGR3

GRAA (expected) grant

Free format text: ORIGINAL CODE: 0009210

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: THE PATENT HAS BEEN GRANTED

AK Designated contracting states

Kind code of ref document: B1

Designated state(s): AL AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HR HU IE IS IT LI LT LU LV MC MK MT NL NO PL PT RO RS SE SI SK SM TR

REG Reference to a national code

Ref country code: GB

Ref legal event code: FG4D

Free format text: NOT ENGLISH

Ref country code: CH

Ref legal event code: EP

REG Reference to a national code

Ref country code: AT

Ref legal event code: REF

Ref document number: 1318512

Country of ref document: AT

Kind code of ref document: T

Effective date: 20201015

Ref country code: DE

Ref legal event code: R096

Ref document number: 502016011313

Country of ref document: DE

REG Reference to a national code

Ref country code: IE

Ref legal event code: FG4D

Free format text: LANGUAGE OF EP DOCUMENT: GERMAN

REG Reference to a national code

Ref country code: CH

Ref legal event code: NV

Representative=s name: SIEMENS SCHWEIZ AG, CH

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: BG

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20201230

Ref country code: HR

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20200930

Ref country code: FI

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20200930

Ref country code: GR

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20201231

Ref country code: NO

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20201230

Ref country code: SE

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20200930

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: RS

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20200930

Ref country code: LV

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20200930

REG Reference to a national code

Ref country code: NL

Ref legal event code: MP

Effective date: 20200930

REG Reference to a national code

Ref country code: LT

Ref legal event code: MG4D

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: CZ

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20200930

Ref country code: PT

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20210201

Ref country code: SM

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20200930

Ref country code: RO

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20200930

Ref country code: NL

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20200930

Ref country code: LT

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20200930

Ref country code: EE

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20200930

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: AL

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20200930

Ref country code: ES

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20200930

Ref country code: IS

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20210130

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: SK

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20200930

REG Reference to a national code

Ref country code: DE

Ref legal event code: R097

Ref document number: 502016011313

Country of ref document: DE

PLBE No opposition filed within time limit

Free format text: ORIGINAL CODE: 0009261

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: NO OPPOSITION FILED WITHIN TIME LIMIT

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: DK

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20200930

26N No opposition filed

Effective date: 20210701

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: MC

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20200930

REG Reference to a national code

Ref country code: BE

Ref legal event code: MM

Effective date: 20210228

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: LU

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20210212

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: SI

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20200930

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: IE

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20210212

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: IS

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20210130

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: BE

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20210228

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: DE

Payment date: 20220620

Year of fee payment: 8

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: CY

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20200930

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: HU

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT; INVALID AB INITIO

Effective date: 20160212

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: CH

Payment date: 20230504

Year of fee payment: 8

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: AT

Payment date: 20240109

Year of fee payment: 9

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: MK

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20200930

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: GB

Payment date: 20240304

Year of fee payment: 9

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: PL

Payment date: 20240202

Year of fee payment: 9

Ref country code: IT

Payment date: 20240221

Year of fee payment: 9

Ref country code: FR

Payment date: 20240226

Year of fee payment: 9