EP3429901B1 - Système d'accouplement à désaxement pneumatique - Google Patents

Système d'accouplement à désaxement pneumatique Download PDF

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Publication number
EP3429901B1
EP3429901B1 EP17709656.7A EP17709656A EP3429901B1 EP 3429901 B1 EP3429901 B1 EP 3429901B1 EP 17709656 A EP17709656 A EP 17709656A EP 3429901 B1 EP3429901 B1 EP 3429901B1
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EP
European Patent Office
Prior art keywords
actuator device
housing
coupling
piston
pawl
Prior art date
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Application number
EP17709656.7A
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German (de)
English (en)
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EP3429901A1 (fr
Inventor
Ralf Schipmann
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Voith Patent GmbH
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Voith Patent GmbH
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Publication of EP3429901A1 publication Critical patent/EP3429901A1/fr
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    • 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 coupling system for a rail vehicle, in particular for the pneumatic deflection of a central buffer coupling for rail vehicles according to the preamble of independent claim 1.
  • a system for deflecting a coupling device is, for example, from DE 10 2014 101 986 A1 known.
  • the coupling device has an actuator connected to the car body. This actuator is designed to deflect the coupling rod from the central position as required. Since the coupling device of two opposite rail vehicles are accordingly steered in advance, an automatic coupling of two rail vehicles is possible even in tight bends, for example.
  • the actuators or actuators required for this are primarily designed as hydraulic systems in order to enable the coupling head of a rail vehicle to be positioned quickly and precisely with any deflection.
  • rail vehicles only rarely have hydraulic systems.
  • the necessary system components, such as hydraulic pumps, pressure accumulators and pressure relief valves, must also be integrated into the infrastructure of the rail vehicle in order to enable the coupling head to be deflected to the side.
  • hydraulic fluids such as oil represents a major risk factor in the event of a fire.
  • the present invention is based on the object of providing a coupling system which enables simple, cost-effective and low-risk integration into a rail vehicle. Furthermore, a finely stepped (pre-) deflection of the coupling head of a coupling device should be made possible.
  • the coupling system according to the invention for a rail vehicle has a bearing block which can be arranged on the rail vehicle, a coupling rod which can be connected to the vehicle at its first end via an articulated connection, a coupling head which is connected to the second end of the Coupling rod is arranged, which faces away from the rail vehicle in the assembled state, and an actuator device which is arranged to the side of the coupling rod.
  • the actuator device can be connected to the rail vehicle.
  • the connection between the actuator device and the rail vehicle is preferably designed as a fixed bearing. The actuator device is thus advantageously supported against the rail vehicle or its frame or its chassis in order to enable a relative movement of the coupling rod with the coupling head with respect to the rail vehicle.
  • the actuator device according to the invention is arranged on one side with respect to the coupling rod. This arrangement has the advantage that the pivoting range of the coupling rod when it is deflected, in particular in a lateral direction, is not restricted by the actuator device.
  • the deflection of the coupling rod is always to be understood as the rotation of the coupling rod about an axis of rotation, so that the coupling head experiences an appropriate (pre-) deflection and the connection or coupling of two opposing rail vehicles is made possible.
  • the coupling rod is always rotated about an axis of rotation that runs through the articulated connection between the coupling rod and the rail vehicle or bearing block. If the coupling head can be sufficiently deflected via the coupling rod, two rail vehicles facing each other can be coupled to one another using the gripping area of the central buffer coupling.
  • the deflection of the coupling device is thus to be understood, in particular, as a pre-deflection, so that it is possible to find the coupling devices opposing one another.
  • the actuator device has a pneumatic lifting cylinder, so that the coupling rod can be deflected at its second end with the coupling head in two opposite directions.
  • a pneumatic lifting cylinder has the advantage that the fluid or working fluid, in contrast to hydraulic fluids such as oil, does not pose any additional risk, for example in the event of a fire. Rather, media such as air or other gas can be used which have further advantageous properties.
  • a poorly flammable working fluid can be selected in order to further reduce the hazard potential in the event of a fire.
  • the infrastructure of rail vehicles has pneumatic systems, so that no additional components, such as pressure accumulators, pneumatic pumps for providing a compressed working fluid or pressure relief valves, are necessary. Rather, the components already integrated in the rail vehicle can also be used to supply the actuator device with working fluid according to the present invention. In this way, the infrastructure or the number of system components, e.g. compared to a hydraulic device for deflecting the coupling rod, can be reduced.
  • the coupling rod can be deflected in two opposite directions with the aid of the actuator device.
  • per coupling device or a single actuator device per coupling rod is sufficient to enable the appropriate use of a rail vehicle.
  • the number of components for deflecting the coupling rod with the coupling head is reduced. In addition to a reduced probability of failure, cost-efficient production and maintenance can be guaranteed.
  • the deflection of the coupling rod by the pneumatic lifting cylinder takes place, in particular, step by step. It is thus advantageously possible to subdivide a desired deflection of the coupling rod into several partial movements. As a result, a pneumatic lifting cylinder can be used, which has a smaller maximum stroke. The positioning accuracy of a pneumatic lifting cylinder can be optimized in this way, since the influence of the compressibility of the gaseous working fluid is reduced. The fundamental disadvantage of a pneumatic lifting cylinder compared to e.g. a hydraulic lifting cylinder can be reduced by using smaller lifting cylinders.
  • the step-by-step deflection of the coupling rod with the coupling head is sufficiently precise and fast so that rail vehicles opposite one another can be connected to one another by means of the gripping area of the coupling head.
  • the actuator device can be connected non-positively and / or positively to the coupling rod.
  • a connection between the actuator device and the coupling rod can be permanent.
  • the actuator device according to the present invention does not have to be continuously connected to the coupling rod.
  • the actuator device in its entirety does not have to be permanently connected to the coupling rod at all times.
  • individual components of the actuator device can, if necessary, be decoupled from the connection to the coupling rod or can be connected to the coupling rod.
  • a force transmission through the actuator device to the coupling rod can consequently be established on the basis of a force-fit and / or form-fit connection. A deflection of the coupling rod can thus be achieved as required.
  • the lifting cylinder has a cylinder housing which is provided with a first fluid connection and a second fluid connection.
  • the first and the second fluid connection can be used as a fluid inlet and / or fluid outlet.
  • the lifting cylinder is designed as a double-acting lifting cylinder. A movement in both directions along the longitudinal axis of the lifting cylinder can advantageously be carried out with the lifting cylinder as required. Any position of the lifting cylinder can thus be approached in a controlled or regulated manner with high accuracy.
  • the lifting cylinder has a basic position in which a piston head of a piston of the lifting cylinder is in a central position, so that the piston can be moved in both axial directions of the lifting cylinder.
  • the basic position of the lifting cylinder advantageously represents the state from which a movement of the piston takes place in order to achieve a deflection of the coupling rod.
  • the central position of the piston head is accordingly preferably provided in the longitudinal center of the cylinder housing. If necessary, the lifting cylinder or the piston can be moved in both directions along the longitudinal axis of the lifting cylinder from the basic position.
  • the actuator device has a housing in which a slide is arranged and connected to the lifting cylinder in such a way that the slide can be displaced in the axial direction of the lifting cylinder when the piston moves relative to the housing.
  • the lifting cylinder is connected on a first side to the housing and the housing is in turn connected to the rail vehicle.
  • the actuator device is thus supported against the rail vehicle or its frame or its chassis.
  • the slide is connected to the piston of the lifting cylinder.
  • a relative movement of the slide with respect to the rail vehicle and the housing of the actuator device can advantageously be generated by the movement of the piston.
  • the slide can thus be moved in both directions of movement of the piston in the direction of the longitudinal axis of the lifting cylinder.
  • the carriage slides within the housing of the actuator device, which preferably has a corresponding guide for the carriage.
  • the housing can partially or completely surround the slide, so that a guided, relative movement of the slide in the housing is possible in the axial direction of the lifting cylinder.
  • at least one stop can be provided in the housing.
  • a maximum travel path of the slide relative to the housing or the rail vehicle can be limited in at least one direction independently of the lifting cylinder.
  • the actuator device has a toothed rack which is arranged displaceably in the housing of the actuator device.
  • the rack is guided along the two axial directions of the lifting cylinder by means of the housing.
  • a form fit and / or force fit as required is made possible by teeth or the tooth engagements, so that a shift in the axial direction can be carried out.
  • the form fit and / or force fit with the teeth or the tooth engagements can be released.
  • the rack remains in its position.
  • the toothed rack preferably engages with the coupling rod in a force-fitting and / or form-fitting manner. Since the toothed rack can be displaced in the housing of the actuator device, the displacement of the toothed rack enables the coupling rod to be deflected.
  • the actuator device can be connected to the coupling rod in that a form fit and / or force fit with the rack can be produced within the actuator device. Furthermore, a connection between the coupling rod and the actuator device can be released in the sense of the present invention by releasing a positive and / or non-positive connection with the rack within the actuator device. The actuator device can thus be at least partially decoupled from the coupling rod.
  • the actuator device is provided with a rotatably mounted first pawl and a rotatably mounted second pawl in the slide. Furthermore, a ramp is provided in the housing, on which the first pawl and the second pawl are slidably displaceable. If there is a relative movement of the carriage with respect to the housing of the actuator device, the pawls are carried along with the carriage and with respect to the ramp on which they are and against which they are pressed by means of a compression spring, displaced.
  • a positive connection between the carriage and the rack can be established by means of the first pawl or the second pawl.
  • the first pawl or the second pawl slides off the ramp and engages the teeth of the rack.
  • the other pawl remains on the ramp, which prevents engagement with the rack.
  • the rack can be carried along in this way. The rack can be shifted to any extent until the piston or the slide reaches the respective stop of the lifting cylinder or the housing. Furthermore, one end of the movement is reached before the other pawl also slides off the ramp.
  • the step size per movement sequence of the actuator device can be set on the basis of the teeth or engagements of the rack.
  • the stroke path, in particular the maximum stroke path, of the pneumatic lifting cylinder can also be varied in order to adapt the step size. It must be taken into account here that one step size per movement sequence according to the present embodiment corresponds to half the stroke path from the basic position to the stop of the lifting cylinder. It should also be taken into account that the positioning accuracy of the pneumatic lifting cylinder and thus of the pneumatically deflectable coupling system is reduced with increasing stroke distance or increasing step size.
  • Another embodiment of the present invention provides the actuator device with a return spring which is connected to the housing and the slide in such a way that the actuator device can be reset to the basic position.
  • the return spring is preferably positioned in the actuator device in such a way that the return spring is partially arranged in a groove of the slide and in a groove of the housing.
  • the spring is compressed in this way and a restoring force is stored.
  • a centering means or positioning means is preferably provided for the return spring.
  • the actuator device or the slide can be returned to a basic position together with the piston by the return spring when the pneumatic lifting cylinder is relaxed. Furthermore, a form fit and / or force fit of the slide with the rack via the two pawls is automatically released by the return spring or the resetting of the actuator device into the basic position. When the actuator device is reset, the toothed rack advantageously remains in its previously set position.
  • the housing of the actuator device has a braking unit, so that a relative movement of the toothed rack with respect to the housing can be delayed.
  • the rack cannot move freely in the housing. In this way, an undesirable displacement of the rack in the housing can be prevented, particularly when the route is inclined and the rail vehicle is inclined as a result.
  • the braking unit can be provided as a spring-loaded latching unit. The spring-loaded locking unit engages in the rack. Free movement of the rack in the housing is delayed.
  • the rack is delayed by friction.
  • a friction brake can be designed as a manually operated brake or as a self-acting brake or as a continuously acting brake.
  • the frictional force acting on the rack is to be set in such a way that, in particular, undesired free movement of the rack, e.g. due to gravity when the rail vehicle is tilted, is prevented.
  • a position of the rack can also be held under the action of gravity.
  • At least a first fluid outlet and a second fluid outlet are provided along the cylinder housing.
  • the fluid connections can preferably be used as fluid inlets.
  • first and a second volume to the side of the piston head.
  • the fluid outlets are preferably arranged on the cylinder housing in such a way that there is one fluid outlet per volume in the basic position of the lifting cylinder.
  • a working fluid can preferably be diverted on both sides of the piston head from the respective volume of the lifting cylinder via the first and / or second fluid outlet. This has the advantage of being able to use the fluid connections for supplying fluid, while the fluid outlets can be used for discharging fluid from the cylinder housing.
  • a fluid outlet is not permanently assigned to either of the two volumes of the lifting cylinder.
  • a fluid outlet enables a flow connection to be made to one of the volumes depending on the position of the Piston or the piston crown.
  • the fluid outlets are assigned to the first volume or the second volume, depending on the position of the piston head within the cylinder housing. If the piston head is exactly at the position of a fluid outlet, this fluid outlet is closed in terms of flow by the piston head, so that the fluid outlet is not assigned to either of the two volumes. Then no fluid can flow out of the lifting cylinder via this closed fluid outlet.
  • the fluid outlets are provided for discharging gaseous working fluid from a volume of the lifting cylinder.
  • the fluid outlets can be used as flow connections for introducing fluid into a volume of the lifting cylinder. It can also be advantageous to use the fluid connections for discharging working fluid from the lifting cylinder, in particular in order to move the lifting cylinder into an end position or stop position.
  • all combinations for introducing and discharging fluid into and out of a volume of the lifting cylinder can be represented with the fluid connections and the fluid outlets.
  • the lifting cylinder is connected directly to the coupling rod via the piston rod.
  • the actuator device can be connected to the coupling rod in a form-fitting and / or force-fitting manner.
  • a connection between the coupling rod and the piston rod is continuous. With the aid of the at least two fluid outlets, the movement of the piston can be controlled in such a way that pneumatic lifting cylinders with long stroke paths can be used.
  • the fluid outlets are each fluidly connected to a valve, so that an outflow of fluid from the cylinder housing can be controlled via at least one of the fluid outlets.
  • the hydrostatic pressure conditions in the two volumes of the lifting cylinder can be set and controlled on the basis of the fluid connections, which are used here as a fluid inlet, and the fluid outlets.
  • a movement of the piston of the lifting cylinder can be generated by different hydrostatisehe in the volumes of the cylinder housing, on both sides of the piston head Pressures can be adjusted.
  • This hydrostatic pressure ratio can be adapted by increasing the pressure via the fluid connections, or by opening at least one of the valves in order to allow working fluid to flow out of the lifting cylinder via the corresponding fluid outlet.
  • the fluid outlets are preferably arranged at the same distance from one another over the length of the cylinder housing.
  • at least one fluid outlet is advantageously arranged on both sides of the piston head. A targeted movement of the piston in both axial directions of the lifting cylinder is thus possible.
  • a movement of the piston can be generated in that a flow connection via the associated fluid outlet can be established using at least one of the valves. If the at least one valve is opened, the working fluid flows out of the assigned volume of the cylinder housing in accordance with the hydrostatic pressure conditions via the associated fluid outlet from the cylinder housing. According to the hydrostatic pressure ratios between the two volumes in the cylinder housing, the piston moves in the direction of the lower hydrostatic pressure.As soon as the piston head reaches the fluid outlet through which working fluid flows out of the cylinder housing and closes this fluid outlet, no further fluid can flow out of the cylinder housing . Then it comes to equalize the pressure between the two volumes of the cylinder housing.
  • the piston can advantageously be braked in a damped manner. Furthermore, a desired position of the piston can be precisely approached using the fluid outlets. Due to the connection between the piston rod and the coupling rod, a deflection of the coupling rod can be achieved in this way.
  • Fig. 1 shows an exemplary embodiment of the coupling system according to the invention for a rail vehicle 1.
  • the coupling system has a bearing block 2.
  • a coupling rod 3 is attached with its first end to the bearing block 2 by means of an articulated connection 2a.
  • a coupling head 4 is provided for connection to a further rail vehicle or its coupling device.
  • An actuator device 5 is arranged to the side of the coupling rod 3.
  • the actuator device 5 is positioned on one side with respect to the coupling rod 3.
  • the actuator device 5 is attached to the rail vehicle 1 or to its frame or to its chassis by means of a fixed bearing 6.
  • the actuator device 5 engages the coupling rod 3 with the aid of a toothed rack 15 or a piston rod 112b, so that a lateral deflection of the coupling rod 3 with the coupling head 4 is possible.
  • a lateral deflection of the coupling rod 3 in two directions is possible with the aid of the actuator device 5.
  • the coupling rod 3 rotates about an axis of rotation which runs through the articulated connection 2 a of the coupling rod 3 with the bearing block 2.
  • Fig. 2a illustrates a first exemplary embodiment of the actuator device 5 for a clutch system according to the invention.
  • the actuator device 5 according to Fig. 2a a housing 5a.
  • the rack 15 is slidably mounted and guided in the housing 5a.
  • the rack 15 has a receptacle 20 for connection to the coupling rod 3 (cf. Fig. 1 ).
  • the actuator device 5 has a lifting cylinder 10, which is connected on one side to the housing 5a.
  • the lifting cylinder 10 is on its other side via a piston 12, which has a piston rod 12b, with a slide 5b (in Fig. 2a not shown) tied together.
  • the lifting cylinder 10 is designed with suitable receiving devices on both sides.
  • the connections between housing 5a and lifting cylinder 10 and between lifting cylinder 10 or piston rod 12b and slide 5b are established and secured by means of a bolt connection.
  • a translational movement of the piston 12 in the lifting cylinder 10 can thus be transmitted to the slide 5b, the lifting cylinder 10 being supported against the housing 5a.
  • the housing 5a can in turn be connected to the rail vehicle 1 (in Fig. 2a not shown), so that power is transmitted to the rail vehicle 1 or its frame or chassis.
  • FIG. 2b shows the first embodiment of the actuator device 5 according to the invention in an exploded view.
  • the actuator device 5 has the two-part housing 5a and the slide 5b which is slidably mounted and guided in the housing 5a.
  • a ramp 17 is provided which is arranged along the guide for the carriage 5b.
  • On both sides of the ramp 17 there are recesses which interrupt the guide surface of the housing 5a for the slide 5b.
  • the ramp 17 opens into the depressions with sloping flanks. At the opposite end, the depressions have steep, in particular vertical, end stops. The depressions protrude into the guide below for the rack 15.
  • the housing 5a has a cutout on its upper side, through which the slide 5b can protrude, so that the slide 5b can be connected to the lifting cylinder 10 or its piston rod 12b.
  • this section of the housing 5a represents stops for restricting the translational movement of the slide 5b.
  • a groove for partially receiving a return spring 18 is provided in the slide 5b.
  • a corresponding groove is preferably provided in the housing 5a (in Figure 2b not shown), so that the return spring 18 projects partially into the housing 5a and partially into the carriage 5b.
  • the return spring 18 is also provided with end caps on both sides in order to be able to be positioned securely and centered in the grooves of the housing 5a and of the slide 5b. If a relative movement of the slide 5b with respect to the housing 5a is initiated on the basis of the lifting cylinder 10, in particular for deflection the coupling rod 3, the return spring 18 is compressed. As soon as the pneumatic lifting cylinder 10 is relaxed, the slide 5b and the piston 12 of the lifting cylinder 10 are moved back into the basic position by the relaxation of the compressed return spring 18.
  • the actuator device a first pawl 16a and a second pawl 16b, which are pressed apart by a compression spring 19.
  • the pawls 16a; 16b are rotatably connected to the carriage 5b.
  • the two pawls 16a; 16b on the ramp 17 of the housing 5a and are pressed against this by the compression spring 19.
  • one of the two pawls 16a slides; 16b from the ramp 17 into the adjacent depressions.
  • the slipped pawl 16a; 16b protrudes into the guide of the housing 5a for the rack 15 after sliding.
  • the rack 15 has teeth or engagements over at least part of its total length.
  • the teeth of the rack 15 are the pawls 16a; 16b and the ramp 17 in the opposite direction.
  • Figure 2c shows the first embodiment of the actuator device 5 in a side view.
  • the lifting cylinder 10 is positioned on the top of the housing 5a and is connected to it.
  • the housing 5a has guides for the carriage 5b and, underneath, for the rack 15.
  • the diameter of the return spring 18 projects partially into the slide 5b with the groove provided for it and partially into the housing 5a with the groove provided for it.
  • Fig. 3a shows the first embodiment of the actuator device in the sectional view AA according to Figure 2c .
  • Arrows indicate the directions of movement in which the actuator device 5 can be moved or the rack 15 can be moved.
  • the lifting cylinder 10 with the piston 12 and the cylinder housing 11 is connected to the slide 5b via the piston rod 12b.
  • a piston head 12a of the piston 12 divides the cylinder housing 11 into a first volume V1 and a second volume V2.
  • the lifting cylinder 10 preferably has two fluid inlets 13a; 13b for the first volume V1 and the second volume V2 (in Fig. 3a not shown).
  • the lifting cylinder 10 can thus be used as a double-acting lifting cylinder.
  • the actuator device 5 is located according to Fig.
  • the ramp 17 is provided in the housing 5a. On the ramp 17 are the two rotatably mounted pawls 16a; 16b arranged opposite one another. The two pawls 16a; 16b are attached to the carriage. The compression spring 19 presses the pawls 16a; 16b apart and against the ramp 17 of the housing 5a. If one of the pawls 16a; 16b slides off the ramp 17 into one of the adjacent indentations, the pawl 16a that has slipped off engages; 16b into the recess and the toothed rack 15 guided along it or its tooth engagements.
  • Figure 3b illustrates the first exemplary embodiment of the actuator device 5 for a clutch system according to the invention in the sectional view BB according to FIG Figure 2c .
  • the arrangement of the return spring 18 within the grooves in the housing 5a and in the carriage 5b can be seen.
  • the carriage 5b can be displaced in the guide provided within the housing 5a.
  • the ramp 17 with the laterally arranged depressions.
  • the rack 15 protrudes according to Figure 3b beyond these indentations, so that when a pawl 16a; 16b from the ramp 17 into one of the recesses, the engagement of the respective pawl 16a; 16b takes place in the rack or its tooth engagement.
  • FIG. 3c is a detailed view XX according to Fig. 3a of the first exemplary embodiment of an actuator device 5 is shown.
  • the detailed view XX shows the first and second pawls 16a; 16b resting on the ramp 17.
  • the compression spring 19 presses the two pawls 16a; 16b apart and against the ramp 17.
  • the ramp 17 has sloping flanks on both sides which open into depressions. So can a pawl 16a; 16b, which has previously slipped off the ramp 17, slide or be pulled up again onto the ramp 17 by a movement of the slide 5b in the opposite direction.
  • FIGS. 4a to 4c represent a movement sequence of the exemplary actuator device 5 according to FIG Fig. 2a represents a coupling system according to the invention in order to enable the coupling rod 3 of a rail vehicle 1 to be deflected.
  • the directions of movement of the carriage 5b and the rack 15 are indicated by arrows in FIG Figs. 4a to 4c indicated.
  • a movement of the piston 12 to the right takes place on the basis of corresponding hydrostatic pressure conditions in the lifting cylinder 10, that is to say a higher hydrostatic pressure in the first volume V1 and a lower hydrostatic pressure in the second volume V2.
  • the piston rod 12b transmits the movement of the lifting cylinder 10 to the slide 5b, so that the slide is moved relative to the housing 5a, and thus also relative to the rail vehicle 1.
  • the ramp 17 is arranged in the housing 5a and also does not perform any movement.
  • the pawls 16a; 16b are carried along by the carriage 5b moving to the right and slide over the ramp 17 to the right. At the end of the ramp 17, the second pawl 16b slides off the ramp 17 into the adjacent recess and engages the teeth or the engagement of the rack 15.
  • the first pawl 16a is partially still on the ramp 17.
  • the engagement of the second pawl 16b in the rack 15 represents a form and / or force fit with the teeth of the rack 15. While the carriage 5b is moved over the piston 12 or the piston rod 12b, the carriage 5b takes the rack 15 based on the engaging second pawl 16b with.
  • Figure 4b shows the status of the exemplary actuator device 5 as soon as the slide 5b has reached the right stop of the housing 5a. After the right pawl 16b has engaged in the rack 15, the rack 15 was carried along with the movement of the carriage 5b. This results in a deflection of the coupling rod 3, which is connected to the rack 15 via the receptacle 20 (in Figures 4a-4c Not shown).
  • the piston 12 has preferably also reached the corresponding end of the lifting cylinder 10.
  • an optimized positioning accuracy can be guaranteed at the same time.
  • a lifting cylinder that is too large leads to inaccuracy in the positioning of the pneumatic lifting cylinder and thus to an imprecise deflection of the coupling rod 3.
  • Figure 4c illustrates the return of the actuator device 5 or the slide 5b and the piston 12 to the basic position with the aid of the return spring 18 (not shown in FIGS. 4a to 4c).
  • the lifting cylinder 10 is relaxed, ie the hydrostatic pressure ratio between the first volume V1 and the second volume V2 is dissolved, so that in both volumes V1; V2 is the same hydrostatic pressure.
  • the return spring 18 was previously pretensioned or compressed.
  • the lifting cylinder 10 can be relieved by a corresponding reduction in the hydrostatic pressure in the first volume V1.
  • the actuator device 5 is then moved back into the basic position.
  • the pretensioned return spring 18 triggers a relative movement of the slide 5b with respect to the housing 5a, so that the piston head 12a moves back into the longitudinal center of the cylinder housing 11.
  • the pawls 16a; 16b is pulled back onto the ramp 17, so that the positive and / or non-positive engagement of the second pawl 16b in the rack 15 is released.
  • the two pawls 16a; 16b arranged on the ramp 17.
  • the process according to FIG Figures 4a to 4c can be repeated as often as desired until a maximum intended deflection of the coupling rod 3 or displacement of the rack 15 is reached is. Stopping at any position of the stroke of the cylinder 10 is not provided according to this first embodiment. There is always a complete movement of the lifting cylinder 10 or the piston 12 from the basic position up to the stop of the lifting cylinder 10 or the housing 5a. The (forward) deflection of the coupling rod 3 with the coupling head 4 (in Fig. 2; 2a to 2c not shown) gradually.
  • Figure 5a shows a further, second embodiment of the actuator device 5, which is not part of the invention.
  • the actuator device 5 shown has the lifting cylinder 110, with the cylinder housing 111 and the piston 112.
  • the piston 112 has the piston head 112a and the piston rod 112b.
  • the piston head 112b divides the cylinder housing 111 into the first volume V1 and the second volume V2.
  • the piston rod 112b is preferably connected directly to the coupling rod 3 (in Figure 5a not shown; please refer Fig. 1 ). Consequently, a deflection of the piston 112 leads to a direct deflection of the coupling rod 3 in the axial direction of the lifting cylinder 10.
  • the cylinder housing 111 has two fluid inlets 113a; 113b in the vicinity of the end sides or on the end sides. According to Figure 5a are also four fluid outlets 114a; 114b; 114c; 114d are provided, which are preferably distributed equidistantly from one another along the longitudinal direction of the cylinder housing 111. Furthermore, in the basic position of the actuator device 5, the first volume V1 and the second volume V2 are preferably assigned an equal number of fluid outlets.
  • Valves are also provided at each of the fluid outlets 114a-114d (in Figure 5a not shown), so that the flow-wise opening of a fluid outlet 114a-114d in order to allow fluid to flow out of the first volume V1 and / or the second volume V2 of the cylinder housing 111 can be controlled.
  • Figs. 5a to 5c represent a movement of the second embodiment of the actuator device 5 for a coupling system according to the invention in order to achieve a (pre) deflection of the coupling rod 3 of a rail vehicle 1.
  • Figure 5a shows the actuator device 5 or the lifting cylinder 10 in the basic position.
  • the first three fluid outlets 114a-c are separated in terms of flow, while the valve at the fourth fluid outlet 114d is open.
  • a greater hydrostatic pressure is applied in the first volume V1 than in the second volume V2.
  • the piston 112 moves with the piston head 112a according to FIG Figure 5b To the right. This results in a corresponding deflection of the coupling rod 3 via the movement of the piston rod 112b.
  • Figure 5c shows the state of the actuator device 5 according to the second exemplary embodiment as soon as the piston head 112a has exceeded the fluid outlet 114d, which is connected in terms of flow.
  • This state of the actuator device 5 there is a flow connection via the fourth fluid outlet 114d to the first volume V1.
  • the second volume V2 is closed in terms of flow so that no fluid can flow out of the second volume V2.
  • a hydrostatic pressure is generated in the second volume V2, which tends to oppose the hydrostatic pressure in the first volume V1.
  • the hydrostatic pressures of the first and second volumes V1; V2 align.
  • a movement of the piston 12 is braked until the hydrostatic pressures in the first volume V1 and in the second volume V2 are the same.
  • the piston head 112a aligns itself in such a way that an equilibrium of the hydrostatic pressures is achieved in the first volume V1 and in the second volume V2.
  • the piston head 112a closes the opened fourth fluid connection 114d so that the piston 112 assumes a defined position.
  • the coupling rod 3 is thus deflected in a targeted manner.
  • the position of the fluid connections 114a-d and the flow-related opening or closing of the fluid connections 114a-d can be approached in a targeted manner with the pneumatic lifting cylinder.
  • a step-by-step deflection of the coupling rod 3 over the entire stroke of the lifting cylinder 110 can also take place step-by-step, in that the fluid connections 114a-d are appropriately opened and closed one after the other in a controlled manner.
  • a fluid outlet 114a-d or a plurality of fluid outlets 114a-d can be opened or closed in terms of flow simultaneously or in series using the associated valves, a movement of the piston 112 of the lifting cylinder 110 can be controlled as required.
  • pneumatic lifting cylinders with larger stroke paths can also be used here, since the piston 112 is positioned in a targeted manner on the basis of the fluid outlets 114a-d.
  • a gradual deflection of the coupling rod 3, which is directly connected to the piston rod 112b, is thus possible.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Actuator (AREA)

Claims (6)

  1. Système d'attelage pour un véhicule ferroviaire (1), comprenant un bloc de support (2) susceptible d'être agencé sur le véhicule ferroviaire (1), une barre d'attelage (3) reliée par sa première extrémité au véhicule (1) par l'intermédiaire d'une liaison articulée (2a), une tête d'attelage (4) prévue à la seconde extrémité de la barre d'attelage (3) détournée du véhicule ferroviaire (1) dans l'état monté, et comprenant un dispositif d'actionnement (5) disposé latéralement à côté de la barre d'attelage (3) et susceptible d'être relié au véhicule ferroviaire (1),
    dans lequel
    le dispositif d'actionnement (5) est prévu sur un côté par rapport à la barre d'attelage (3) et présente un vérin de levage pneumatique (10 ; 110), de sorte qu'à sa seconde extrémité, pourvue de la tête d'attelage (4), la barre d'attelage (3) peut être déviée, en particulier progressivement, dans deux directions opposées, et le dispositif d'actionnement (5) peut être relié à la barre d'attelage (3) par coopération de force et/ou de forme,
    caractérisé en ce que
    le dispositif d'actionnement (5) comprend un boîtier (5a) dans lequel est disposé un chariot (5b) qui est relié au vérin de levage (10) de telle sorte que le chariot (5b) peut être déplacé dans la direction axiale du vérin de levage (10) lorsque le piston (12) est déplacé par rapport au boîtier (5a), le dispositif d'actionnement (5) est pourvu d'une crémaillère (15) qui est prévue de manière déplaçable dans le boîtier (5a) du dispositif d'actionnement (5), et
    le dispositif d'actionnement (5) est pourvu d'un premier cliquet (16a) monté de manière rotative et d'un second cliquet (16b) monté de manière rotative dans le chariot (5b) et d'une rampe (17) dans le boîtier (5a) sur laquelle le premier cliquet (16a) et le second cliquet (16b) sont déplaçables, de telle sorte que, lors d'un mouvement du chariot (5b), une liaison par coopération de forme peut être établie entre le chariot (5b) et la crémaillère (15) au moyen du premier cliquet (16a) ou du second cliquet (16b).
  2. Système d'attelage selon la revendication 1,
    dans lequel
    le vérin de levage (10 ; 110) présente un boîtier de vérin (11 ; 111) qui est pourvu d'un premier raccord à fluide (13a ; 113a) et d'un second raccord à fluide (13b ; 113b).
  3. Système d'attelage selon l'une des revendications 1 ou 2,
    dans lequel
    le vérin de levage (10 ; 110) présente une position de base dans laquelle une tête de piston (12a ; 112a) d'un piston (12 ; 112) du vérin de levage (10 ; 110) est dans une position centrale, de sorte que le piston (12 ; 112) est mobile dans les deux directions axiales du vérin de levage (10 ; 110).
  4. Système d'attelage selon l'une des revendications précédentes,
    dans lequel
    le dispositif d'actionnement (5) présente un ressort de rappel (18) qui est relié au boîtier (5a) et au chariot (5b) de telle sorte que le dispositif d'actionnement (5) peut être ramené dans la position de base dans laquelle le premier cliquet (16a) et le second cliquet (16b) reposent sur la rampe (17).
  5. Système d'attelage selon l'une des revendications précédentes,
    dans lequel
    le boîtier (5a) du dispositif d'actionnement (5) comprend une unité de freinage, de sorte qu'un mouvement relatif de la crémaillère (15) par rapport au boîtier (5a) peut être décéléré.
  6. Système d'attelage selon la revendication 5,
    dans lequel
    la décélération se fait par friction.
EP17709656.7A 2016-03-15 2017-03-08 Système d'accouplement à désaxement pneumatique Active EP3429901B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102016104740.6A DE102016104740A1 (de) 2016-03-15 2016-03-15 Kupplungssystem mit pneumatischer Auslenkung
PCT/EP2017/055443 WO2017157738A1 (fr) 2016-03-15 2017-03-08 Système d'accouplement à désaxement pneumatique

Publications (2)

Publication Number Publication Date
EP3429901A1 EP3429901A1 (fr) 2019-01-23
EP3429901B1 true EP3429901B1 (fr) 2021-08-25

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Application Number Title Priority Date Filing Date
EP17709656.7A Active EP3429901B1 (fr) 2016-03-15 2017-03-08 Système d'accouplement à désaxement pneumatique

Country Status (4)

Country Link
EP (1) EP3429901B1 (fr)
CN (1) CN108698619B (fr)
DE (1) DE102016104740A1 (fr)
WO (1) WO2017157738A1 (fr)

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP4178844A1 (fr) 2020-07-09 2023-05-17 Dellner Couplers AB Dispositif de déviation d'un attelage d'un véhicule ferroviaire, attelage d'un train, wagon d'un véhicule à plusieurs wagons et procédé permettant de coupler un premier wagon d'un véhicule à plusieurs wagons à un second wagon d'un véhicule à plusieurs wagons

Family Cites Families (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE502005001381D1 (de) * 2005-05-06 2007-10-11 Voith Turbo Scharfenberg Gmbh Trennbare Mittenstellungskupplung
SE531773C2 (sv) * 2007-11-29 2009-08-04 Voith Turbo Safeset Ab Vridmomentsöverförande axel, såsom en så kallad kardanaxel
CA2901176C (fr) * 2013-03-22 2020-03-10 Wabtec Holding Corp. Dispositif de positionnement automatique d'attelage
DE102014101986A1 (de) 2014-02-17 2015-08-20 Voith Patent Gmbh Kupplungsvorrichtung für einen Wagenkasten mit einem über ein Laufwerksystem geführten Fahrzeughauptrahmen

Also Published As

Publication number Publication date
DE102016104740A1 (de) 2017-09-21
EP3429901A1 (fr) 2019-01-23
CN108698619B (zh) 2020-09-01
WO2017157738A1 (fr) 2017-09-21
CN108698619A (zh) 2018-10-23

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