EP3259170B1 - Verfahren und einrichtung zur zentrierung einer ungekuppelten mittelpufferkupplung - Google Patents

Verfahren und einrichtung zur zentrierung einer ungekuppelten mittelpufferkupplung Download PDF

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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
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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
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German (de)
English (en)
French (fr)
Other versions
EP3259170A1 (de
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.)
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Publication date
Application filed by Siemens Mobility Austria GmbH filed Critical Siemens Mobility Austria GmbH
Priority to PL16704007T priority Critical patent/PL3259170T3/pl
Publication of EP3259170A1 publication Critical patent/EP3259170A1/de
Application granted granted Critical
Publication of EP3259170B1 publication Critical patent/EP3259170B1/de
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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)
EP16704007.0A 2015-02-16 2016-02-12 Verfahren und einrichtung zur zentrierung einer ungekuppelten mittelpufferkupplung Active EP3259170B1 (de)

Priority Applications (1)

Application Number Priority Date Filing Date Title
PL16704007T PL3259170T3 (pl) 2015-02-16 2016-02-12 Sposób i urządzenie do centrowania niesprzężonego sprzęgu cięgłowo-zderzakowego

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
ATA50114/2015A AT516914B1 (de) 2015-02-16 2015-02-16 Verfahren und Einrichtung zur Zentrierung einer ungekuppelten Mittelpufferkupplung
PCT/EP2016/053001 WO2016131716A1 (de) 2015-02-16 2016-02-12 Verfahren und einrichtung zur zentrierung einer ungekuppelten mittelpufferkupplung

Publications (2)

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

Family

ID=55349855

Family Applications (1)

Application Number Title Priority Date Filing Date
EP16704007.0A Active EP3259170B1 (de) 2015-02-16 2016-02-12 Verfahren und einrichtung zur zentrierung einer ungekuppelten mittelpufferkupplung

Country Status (5)

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

Families Citing this family (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2019056635A1 (zh) * 2017-09-25 2019-03-28 中车株洲电力机车有限公司 一种轨道车辆车钩旋转对中机构、控制系统及车辆救援方法
JP7058906B2 (ja) * 2017-09-27 2022-04-25 日本信号株式会社 鉄道車両用連結装置
CN109278787B (zh) * 2018-08-29 2025-05-13 中车制动系统有限公司 一种对中支撑机构、采用该机构的车钩缓冲装置及对中方法
CN115835995B (zh) 2020-07-09 2026-03-31 德尔纳库普勒斯股份公司 用于列车车辆的耦合器的偏转的装置、列车的耦合器、多车厢车辆的车厢以及用于将多车厢车辆的第一车厢与第二车厢联接的方法
SE546961C2 (en) * 2021-05-20 2025-03-18 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 (de) * 2001-12-20 2003-07-03 Voith Turbo Scharfenberg Gmbh Vorrichtung zur horizontalen Mittenrückstellung für eine mittels eines Kupplungsschafts schwenkbar an einem Schienenfahrzeug angebrachte Mittelpufferkupplung
CN101475012B (zh) * 2009-01-23 2012-05-30 齐齐哈尔轨道交通装备有限责任公司 车钩缓冲装置
US9758182B2 (en) * 2013-03-22 2017-09-12 Wabtec Holding Corp. Automated coupler positioning device
US9637146B2 (en) * 2013-05-22 2017-05-02 Kawasaki Jukogyo Kabushiki Kaisha Coupler system and railcar
DE102014101986A1 (de) * 2014-02-17 2015-08-20 Voith Patent Gmbh Kupplungsvorrichtung für einen Wagenkasten mit einem über ein Laufwerksystem geführten Fahrzeughauptrahmen

Non-Patent Citations (1)

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Title
None *

Also Published As

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

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