EP4119415B1 - Sattelkupplungsanordnung - Google Patents

Sattelkupplungsanordnung Download PDF

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Publication number
EP4119415B1
EP4119415B1 EP22183720.6A EP22183720A EP4119415B1 EP 4119415 B1 EP4119415 B1 EP 4119415B1 EP 22183720 A EP22183720 A EP 22183720A EP 4119415 B1 EP4119415 B1 EP 4119415B1
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EP
European Patent Office
Prior art keywords
sensor
status
wheel
trailer
receptacle
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EP22183720.6A
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English (en)
French (fr)
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EP4119415A1 (de
EP4119415C0 (de
Inventor
Marc VALETTE
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Cfl Multimodal SA
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Cfl Multimodal SA
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Publication of EP4119415A1 publication Critical patent/EP4119415A1/de
Application granted granted Critical
Publication of EP4119415B1 publication Critical patent/EP4119415B1/de
Publication of EP4119415C0 publication Critical patent/EP4119415C0/de
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D3/00—Wagons or vans
    • B61D3/16—Wagons or vans adapted for carrying special loads
    • B61D3/18—Wagons or vans adapted for carrying special loads for vehicles
    • B61D3/182—Wagons or vans adapted for carrying special loads for vehicles specially adapted for heavy vehicles, e.g. public work vehicles, trucks, trailers
    • B61D3/184—Wagons or vans adapted for carrying special loads for vehicles specially adapted for heavy vehicles, e.g. public work vehicles, trucks, trailers the heavy vehicles being of the trailer or semi-trailer type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D45/00—Means or devices for securing or supporting the cargo, including protection against shocks
    • B61D45/001—Devices for fixing to walls or floors
    • B61D45/004—Fixing semi-trailers
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L15/00—Indicators provided on the vehicle or train for signalling purposes
    • B61L15/0081—On-board diagnosis or maintenance

Definitions

  • the present invention generally relates to the field of multimodal transport, in particular piggybacking, that is to say the combined transport of semi-trailers by rail and road.
  • the present invention relates more particularly to fifth wheel couplings used in piggybacking.
  • Multimodal transport concerns the transport of goods or people via at least two different modes of transport, for example by sea or river, rail and/or road.
  • the trailer When goods are transported by rail, they may be in road trailers (known as semi-trailers) loaded and secured on wagons of a freight train.
  • the trailer is attached to the wagon via a fifth wheel coupling adapted to rail transport, arranged on the wagon, and having a housing into which a coupling pin is inserted, itself secured to the trailer.
  • Such fifth wheel couplings are known, for example from EP 3 395 639 B1 .
  • the fifth wheels may include a sensor to detect the presence of the trailer, as in FR 2 938 812 A1 , in particular a sensor making it possible to detect the engagement of the trailer coupling pin in the housing provided for this purpose in the fifth wheel, as for example in US 5,139,374 .
  • US2020094790A1 discloses a road maneuvering tractor comprising a fifth wheel coupling comprising a presence sensor and locking of the coupling pin of a trailer as well as a position sensor of the wedging device.
  • Fifth wheel couplings used in rail freight transport traditionally include a locking mechanism to lock the king pin in the fifth wheel housing, thus securing the trailer to the wagon.
  • the locking mechanism could loosen or even unlock in certain circumstances. This unlocking is done without the train driver or the transport charterer being informed, and results in significant risks for transport safety.
  • the trailer which is no longer locked to the wagon, can fly away and cause significant damage to the surrounding area.
  • the object of the invention is to propose safer sets of fifth wheel couplings, making it possible to check in real time the correct securing of a trailer to be transported.
  • the present invention thus proposes a fifth wheel assembly comprising a series of sensors to determine a so-called loading status, that is to say a status which indicates that the trailer is correctly coupled to the fifth wheel, thus indicating that the trailer is correctly loaded and stowed, the wagon can therefore travel in complete safety.
  • the first and second sensors are contact sensors, that is to say mechanical sensors of the switch type. These contact sensors therefore behave like switches, and can be used by the control unit as logic signals. Typically, when the contact sensor is in the activated position the switch is closed and current flows (logic 1), whereas when the switch is open the current is interrupted (logic 0) - the sensor is deactivated.
  • contact sensors are used in the invention so as to abut in predefined positions of the follower element and the locking device. Thus position detection is done by mechanical contact.
  • contact sensors proves to be much more robust and effective than, for example, electromagnetic (induction) type sensors.
  • remote detection sensors such as electromagnetic sensors
  • electromagnetic sensors must be installed near the part to be detected (for example the king pin).
  • they require constant evaluation of the sensor signal, in order to determine variations attributable to the phenomenon to be detected, which requires means to make this evaluation and consumes energy.
  • electromagnetic sensors are more sensitive to vibrations than contact sensors, so that vibrations of the sensor can cause a change of state thereof without the tracking element or the locking device changing position, and therefore an erroneous and/or untimely triggering of the sensor.
  • the invention uses contact sensors which can be directly exploited in the manner of a logic signal.
  • the signal does not need to be evaluated; the transition from the open state to the closed state is made by direct contact, when the sensor reaches the stop.
  • the contact sensors have a technology and triggering characteristics (triggering speed, stroke length) making it possible to limit or even avoid false detections caused by vibrations of the fifth wheel assembly during the movement of the wagon on rails .
  • the contact sensors do not need to be placed near the part to be detected, but simply a part mechanically linked to it, advantageously allowing suitable positioning and potentially better protected against external elements.
  • the term “distance sensor” generally designates any type of sensor making it possible to evaluate a distance between the sensor and a target object, such as proximity detection sensors, long distance sensors, or further sensors capable of providing an absolute value of the distance between the sensor and the target object.
  • the distance sensor is a proximity detection sensor.
  • the term "trailer” commonly designates a trailer with one or more axles (called a semi-trailer) comprising a kingpin which allows it to be coupled to a fifth wheel coupling of a tractor ; and also includes any trailer or container having a coupling pin capable of cooperating with a fifth wheel assembly of the type presented.
  • the housing of the fifth wheel plate can take any suitable shape to accommodate a kingpin.
  • the housing is a cylindrical housing extending from the side of the lower face and opening into the upper face of the saddle plate. This type of housing is conventional in the context of piggybacking where the coupling is done in the vertical direction, the trailer being lowered onto the wagon for loading.
  • Such a cylindrical housing is typically placed in the center of the fifth wheel plate, and therefore defines a substantially vertical passage which will accommodate the kingpin.
  • the first sensor is arranged on the indicator element so as to abut, in particular with the lower face of the saddle plate, in the engaged position of the tracking element. It will be noted here that the first sensor is in this case offset from the tracking element, since it is mounted on the indicator element and not on the tracking element; it is therefore not exposed to grease or other dirt in or directly near the housing.
  • the follower element is mounted sliding axially in the housing, returned to the rest position; and the follower element comprises a coupling portion extending out of the housing through a lateral opening and coupled to at least one indicator lever, a free end of which activates the indicator element.
  • indicator lever can be pivotally mounted around an axis parallel to the saddle plate and carry at its free end the indicator element, in particular a colored plate, which indicator element is, in its first position, visible below the level of a peripheral edge of the saddle plate, and in the second position is raised following the depression of the follower element and corresponding pivoting of the indicator lever, so as to no longer be visible from an user.
  • the first sensor can be arranged on any movable mechanical part, located outside the housing between the follower element and the indicator element (and therefore mechanically linked to the follower element), so as to move according to the movement of the follower element into a stop position of the first sensor which preferably corresponds to the engaged position of the follower element.
  • the first sensor can be arranged on an end part of the indicator lever.
  • it can be agreed that the first sensor is abutting in the rest position of the follower element, and is therefore not no longer in abutment when the tracking element leaves the rest position following the introduction of the coupling pin.
  • the locking device comprises a locking element with a contact portion configured to engage in an annular groove of the kingpin, the second sensor being arranged to be in the abutment position in the locking position.
  • the second sensor can be fixed on the locking element so as to abut with an exterior surface of the king pin housing, in the locking position, the locking element preferably being returned to the locking position.
  • those skilled in the art will be able to determine any appropriate fixing position of the second sensor, and will select an appropriate abutment surface, preferably outside the central passage of the housing.
  • the housing may include a side opening through which the locking member slides between the locking position and a release position, in which the king pin can be removed from the housing.
  • the locking device comprises an operating lever coupled to a traction arm pivotally mounted relative to the saddle plate, the locking element being linked to said traction arm so as to be able to bring the locking element in the release position.
  • the second sensor can be mounted on the operating lever or a part of the kinematic chain connecting it to the locking element, and preferably positioned so as to abut in the locking position of the element locking.
  • the third sensor is an ultrasonic sensor.
  • the third sensor is normally arranged to have direct detection of the trailer, typically emitting its measurement beam upwards.
  • the third sensor can be arranged at a predetermined height with its measurement beam arranged in a horizontal direction, so as to detect a predetermined region of a trailer loaded on the wagon.
  • the harness assembly further comprises a base plate intended to be fixed to a support; and an elevator mechanism coupling the base plate to the saddle plate for selectively adjusting the height of the saddle plate relative to the base plate.
  • the lifting mechanism comprises an operating member movable between an actuation position in which height adjustment is possible, and a locked position in which height adjustment is blocked.
  • Another contact sensor called the fourth sensor, is arranged to detect a locking position of the operating member.
  • the fourth sensor is arranged to be actuated when the operating member is in the locked position.
  • the fourth sensor can be arranged to be activated when the operating member is in the actuation position (i.e. not locked).
  • the trailer status corresponds to a trailer detected at a minimum distance of 10 or 20 cm.
  • the idea here is to set a minimum detection distance, in order to avoid false detections due to raindrops, small dirt, etc.
  • the display means preferably comprise at least two light-emitting diodes, a first diode, preferably green, being lit when the operating state is loaded; a second diode, preferably red, being lit when the operating state is non-compliant; and preferably no LED is lit when the trailer status is absent.
  • control unit is configured to deactivate the display means when the wagon is moving, thereby saving battery power.
  • control unit may include an accelerometer or any other suitable means, e.g. GPS chip, or others.
  • control unit is further configured to determine a status of the operating member, locked or in actuation, based on the signal received from the fourth sensor, and in which the loading status corresponds to the combination of a status of trailer present, an engaged housing status, an engaged lock status and a locked operating member status.
  • control unit comprises a battery, preferably rechargeable by associated photovoltaic sensors.
  • control unit comprises a radiocommunication module which makes it possible to communicate wirelessly with a remote server, in particular to transmit data reflecting one or more of the sensor statuses and/or operating and/or movement states of the wagon.
  • control unit can be designed to transmit via the radiocommunication module data reflecting: an identification number, a correctly loaded operating state, a “non-compliant” operating state, one or more of the statuses of the first , second, third and/or fourth sensors.
  • THE figures 1 to 4 represent an embodiment of a harness assembly 10 intended for piggybacking.
  • the fifth wheel assembly 10 is mounted on a wagon 2 ( Fig.5 ) and allows the securing of a trailer 3 (semi-trailer) comprising a coupling pin 4 of generally cylindrical shape and having an annular groove 5.
  • the fifth wheel assembly 10 comprises a fifth wheel plate 12 which is conventionally supported by a base plate 14.
  • a lifting mechanism 16 is installed on the base plate 14 and thus couples the base plate 14 to the saddle plate 12, the fixing being done from below.
  • the saddle plate 12 has the general shape of a rectangular plate and has an upper face 12.1, a lower face 12.2 opposite the upper face.
  • the plate 12 has two longitudinal edges 12.3 and two transverse edges 12.4, which are typically parallel to the longitudinal axis of the wagon 2.
  • the saddle plate 12 comprises a cylindrical housing 18 extending from the side of the lower face 12.2 and opening into the upper face 12.1 of the saddle plate 12.
  • the cylindrical housing 18 is configured to accommodate a pivot coupling an object to be conveyed on the wagon, typically a truck trailer (semi-trailer).
  • the cylindrical housing 18 is produced by a cylindrical sleeve 20 defining a through passage 22, positioned in a through opening 24 of the coupling plate 12, flush with the upper face 12.1.
  • the fifth wheel 10 also comprises a mechanism with a follower element associated with an indicator element, as well as a locking device capable of locking the kingpin in the cylindrical housing 18, which are in the variant of fairly conventional shape and will only be briefly described.
  • a follower element 26 is arranged in the housing 18, which is moved by the kingpin inserted into the housing from a rest position (the position illustrated in the figures) into a so-called “engaged” position (not shown).
  • the follower element 18 takes the form of a rod, called a pin, extending diametrically in the passage 22 of the housing 18.
  • the pin 26 is mounted sliding axially in the housing 18, returned to the rest position .
  • the rest position is a high position in the cylindrical housing 18.
  • the pin 26 is in the rest position when the passage 22 is empty, that is to say without a coupling pin.
  • the pin 26 is returned to the rest position by a spring 28, held at the bottom of the cylindrical housing 18 by the support part 30.
  • the pin 26 comprises a coupling portion 26.1 extending out of the housing 18 through an opening in the peripheral wall of the sleeve 20, the opening being elongated axially (vertical direction, not visible).
  • the position of the coupling part 26.1 therefore reflects the position of the pin 26 in the housing 18, and therefore the presence or not of a kingpin in the housing 18.
  • the coupling part 26.1 is coupled to a pair of indicator levers 32, the free end of which activates a respective indicator element 34. As we see in Fig.3 , the housing 18 is in the central position on the saddle plate 12.
  • the indicator levers 32 each start from the center of the saddle plate 12, connected to the coupling portion 26.1 of the pin 26, in the direction of the side edges 12.4 of the saddle plate 12. At the free ends of these indicator levers 32 are fixed the elements indicators 34, typically colored plates and/or bearing an indication.
  • the plate 34 extends substantially perpendicular to the lever 32 to which it is fixed, parallel to the neighboring side edge 12.4.
  • the indicator lever 32 is pivotally mounted around an axis 36 fixed in a longitudinal rib 38 projecting on the rear face 12.2 of the saddle plate 12.
  • the axis 36 is parallel to the saddle plate 12, and ensures therefore a pivot in a generally vertical direction.
  • the pin 26 is in the high position and the indicator plates 34 in the low position.
  • the fifth wheel 10 further comprises a locking device capable of locking a coupling pin, associated with the cylindrical housing 18.
  • the locking device here comprises a locking element such as a latch 40 with a front portion 44, called a contact portion , configured to engage in the groove 5 of the kingpin 4.
  • the latch 40 is introduced into the cylindrical housing 18 through a lateral opening 46 (see Fig.4 ) positioned to be opposite the annular groove 5 of the coupling pin 4.
  • the latch 40 is pivotally fixed (axis 41) by its rear part to a traction arm 48 pivoting around an axis 50 fixed on the plate 12 , and returned towards the center, therefore towards the interior of the cylindrical housing 18 by a spring 52.
  • the traction arm 48 is linked by a pivot 54 to an operating lever 56 guided in a window 58 in one of the edges 39, and recalled by a spring 60.
  • the lever 56 by its handle 56.1 according to the arrow 62, the traction arm 48 is moved in the same direction around its pivot 50, which causes the withdrawal of the latch 40 so as to release the king pin 4.
  • the latch 40 can also be operated from the opposite side of the saddle 12, by a second operating lever 56' associated with a return spring 60'.
  • the reference sign 48' designates another traction arm, pivotally fixed (axis 50') relative to the plate 12, and pivotally linked on the one hand to the lever 56' (axis 54') and on the other part to a deflection bar 64 (axis 65'), which is also pivotally connected to the traction bar 48 (axis 65).
  • the traction lever 56' shifts the deflection bar 64 to the left (according to the orientation of the figure) and therefore rotates the deflection bar. pull 48 to the left, which causes the latch 40 to be withdrawn.
  • the configuration illustrated in figures 3 and 4 is therefore the locked position of the locking device, the latch 40 being engaged in the housing 18 to engage in the groove of a coupling pin. Note that the front edge 44 of the latch 40 is beveled, so that it moves automatically when a kingpin is inserted into housing 18, to engage in the groove when the kingpin is fully depressed , due to the return force of spring 52.
  • the loading status (i.e. a “properly loaded” operating state) then corresponds to the combination of a trailer present status, an engaged housing status and an engaged lock status. Any other combination, including trailer absent status and/or housing vacant status and/or lock retracted status does not constitute loading status.
  • the contact sensors 70 and 72 are switch type sensors (open or closed) which make it possible to determine the position of an external object, by physical contact. In other words, it is a push button actuated by a mechanical movement, so that the sensor can take two states: pressed (in positive logic, switch closed) or released (in positive logic, switch open) .
  • the contact sensor typically comprises a control head, a body, an electrical contact.
  • the control head may have an attack device such as a roller or lever which comes into contact with the external object and activates the electrical contact. If necessary, the attack device can partially accompany the movement of the object with which it is associated, and triggers the switch at the end of its travel.
  • the contact sensors 70 and 72 are fast-triggering, long-travel end-of-stroke sensors making it possible to limit the effects of vibrations encountered in rail transport.
  • the positioning and exact type of the contact sensors 70, 72 may need to be modified depending on technological developments in the sensors and developments in the harnesses.
  • the first contact sensor 70 is fixed on the indicator plate 34 with its control head upwards.
  • the sensor 70 or more precisely its control head or attack device comes into effect. abutment against the underside 12.2 of the fifth wheel plate 12.
  • the contact sensor 70 is then “closed” (or activated), which corresponds to the depressed position of the pin 26, and allows the detection of the presence of the coupling pin in the housing 18.
  • the second contact sensor 72 is fixed on the latch 40, so as to abut against the exterior surface of the housing 18 (or more precisely the sleeve 20) in the locking position. Thus the sensor is “closed” (or activated) when the latch 40 is in place in the housing 18. This makes it possible to detect the locking position of the latch 40.
  • the third sensor 74 is a distance sensor, in particular of the ultrasonic type. It can be fixed on the base plate 14, or on the wagon 2.
  • the distance sensor 74 is arranged so as to emit a measuring beam upwards (in the vertical direction), which will make it possible to determine the presence of a trailer or container on the wagon 2.
  • the third sensor 74 is arranged so as to carry out direct detection of the trailer. Its measuring beam must therefore be clear (no part obstructing or blocking it), so that beam detection is only linked to the presence of a trailer. So, if no trailer is present, the distance is infinite. As soon as a trailer approaches and is lowered, the distance decreases to a value within a predetermined range.
  • the fifth wheel assembly 10 also includes a base plate 14 and a lift mechanism 16 coupling the base plate 14 to the fifth wheel plate 12 ( Fig.1 and 2 ) and allowing its height adjustment.
  • the base plate is conventionally fixed to the wagon 2 and can be assembled thereto in a fixed or movable manner, for example sliding along rails arranged along the longitudinal axis of the wagon 2 (not shown).
  • the elevator mechanism 16 comprises two sets of identical levers, arranged in mirror relation to each other on either side of the base plate 14 relative to the longitudinal axis of the wagon 2. This elevator mechanism is known in itself and will only be briefly described.
  • Each set of levers includes three levers positioned in a scissor-like arrangement: two levers facing in one direction flank a third lever facing in the opposite direction.
  • the first lever 88 which is the most external lever with respect to a central axis B of the base plate 14 parallel to the longitudinal direction of the wagon, has a first end linked by a pivot 90 to the base plate 14, and a second end configured to come into contact with the lower surface 12.2 of the saddle plate 12, so that the second end of the lever 88 supports the saddle plate 12.
  • the second lever 92 or central lever of the lever assembly, has a first end having a pinion 94 capable of moving along a rail 96 (rack) arranged on the base plate 14 along an axis substantially perpendicular to the pivot 90 and a second end linked by a pivot 98 to the lower surface 12.2 of the saddle plate 12.
  • the saddle plate 12 can therefore pivot around the pivot 98. Its pivoting (i.e. tilting) towards the first lever 88 is limited by the second end of the first lever 88.
  • the third lever 106 which is the most internal lever with respect to axis B, i.e. closest to axis B, has a first end linked by a pivot 108 to the base plate 14, and a second end linked by a pivot 110 to the first and second lever.
  • the pinion 94 is connected by a chain 100 to a second pinion 102 formed around an actuating rod 104.
  • the second pinion 102 will begin to rotate around 'an axis defined by the actuating rod 104 and move along the rail 96.
  • the movement of the second pinion 102 is transmitted to the pinion 94 via the chain 100, so that the pinion 94 also moves the along the rail 96.
  • the movement of the pinion 94 results in a variation in the distance between on the one hand the first end of the second lever 92, and on the other hand the first ends of the first 88 and third 106 levers.
  • the levers then pivot around the pivots 90, 98, 108 and 110 and transmit the movement of the actuating rod 104 to the saddle plate 12, which then moves up or down along an axis perpendicular to the plate base 14.
  • the actuating rod 104 is common to the two sets of levers so as to transmit the same movement to the two sets of levers and to allow movement of the saddle plate 12 substantially parallel to the base plate 14, i.e. the plate fifth wheel 12 remains substantially parallel to the base plate 14 when it rises or lowers.
  • the lifting mechanism 16 further comprises an operating member 112 movable between an actuation position in which the height adjustment of the saddle plate 12 is possible (not shown), and a locked position in which the height adjustment is blocked ( Fig.1 and 2 ).
  • the operating member 112 is in the form of a lever having a handle 112.1 at one end and a stop 114 configured to engage with the pinion 94, for example by inserting between two consecutive notches of the pinion 94, in the locked position of the operating member 112.
  • the pinion 94 can then move freely along the rail 96 during movement of the actuating rod 104.
  • the operating member is returned to its locked position by the return springs 120 and 122 .
  • the lifting mechanism 16 comprises a second operating member 112' of construction similar to that of the operating member 112 and blocking movement of the pinion of the second set of levers.
  • the two operating members 112, 112' must be in the actuation position, i.e. not locked, in order to allow adjustment in height of the harness, in particular of the harness plate 12.
  • the harness assembly 10 advantageously comprises, according to a variant, a fourth contact sensor 124 arranged to be actuated when the operating member 112 is in the locked position.
  • the contact sensor 124 is of a type similar to the contact sensors 70 and 72 described previously.
  • the fourth contact sensor 124 is fixed on the operating member 112 with its control head oriented towards a plate 126 connected at one end to the actuating rod 104 at the level of the second pinion 102 and at another end to the second lever 92 at the level of the pinion 94.
  • the sensor 124 or more precisely its control head abuts against the plate 126.
  • the contact sensor 124 is then closed (or activated), which allows the detection of actuation (ie non-locking) of the operating member 112. Detection of the locking of the operating member 112 is then done when the contact sensor 124 is open (ie deactivated).
  • the fourth sensor 124 can be positioned on the operating member 112 on an exterior side thereof relative to the plate 126, for example at the level of the section 125 of the operating member. According to this variant, the control head of the sensor 124 abuts against the plate 126 when the operating member is in the locked position. The contact sensor is then closed (or activated) when the operating member 112 is locked, which allows detection of the locking of the operating member.
  • control unit 76 is also configured to receive signals from the fourth sensor 124 and to determine a status of the operating member, locked or in actuation, based on the signal received from the fourth sensor.
  • the loading status then corresponds to the combination of a trailer present status, an engaged housing status, an engaged lock status and a locked operating member status.
  • control unit 76 comprises associated display means, here for example a pair of LEDs (light emitting diode) 80, 82, integrated into the wall of the housing of the control unit 76 so as to be visible either by an operator on the ground or by a crane operator operating in a gantry crane (if applicable with remote LEDs) when loading the trailer 3 onto the wagon 2.
  • the control unit 76 is configured to manage the LED 80, 82 to reflect the operating states of the harness.
  • LEDs can be offset from the housing of the control unit 76 and/or split.
  • we can ensure that we position a pair of LEDs on each side of the wagon, in respective boxes connected to the control unit (centrally arranged on the wagon), so that the status is visible on each side of the wagon.
  • the LED 80 is green in color and, when lit, indicates the 'properly loaded' status of the wagon 2.
  • the choice of the green color is not a characteristic or constitutive element of the present invention and may depending on the regulatory recommendations and/or user preferences may change to another color.
  • LED 82 is red in color and, when lit, indicates non-compliance. LED 82 reflects the following logical state: the container is present (detected by sensor 74) while the slot status is free and/or the lock status is retracted. When a fourth sensor 124 is present, the control unit 76 is configured to light up the LED 82 when the operating member 112 is in the actuation position, i.e. the operating member is not locked.
  • the control unit 76 leaves the two LEDs 80, 82 off if the status of the sensor 74 is 'absent'.
  • control unit 76 is typically a microprocessor unit capable of processing the signals/data received from the sensors 70, 72, 74 and, depending on the variant embodiments, 124, evaluating the signals and determining the different statuses and states. .
  • the various functionalities are achieved by elements of hardware and/or elements of computer program code.
  • the control unit is designed to be self-contained, battery powered.
  • the batteries can be connected to a charging system associated with photovoltaic sensors mounted on wagon 2.
  • the control unit 76 includes a radiocommunication module which allows it to communicate with a computer cloud (“cloud”) 130, via any appropriate protocol.
  • the radiocommunication module can be configured for train-ground communication (communication modules arranged along the track), communication with antennas 132 or telecommunications relays (GSM, LTE, etc.) and/or communication with any system wireless type WIFI, WiMAX or others.
  • the radiocommunication module will allow the control unit to communicate the different states or statuses of the fifth wheel 10, respectively of the wagon, towards a remote server 134.
  • the server 134 is configured to store in memory (or database ), information relating to the states of wagons equipped with a fifth wheel assembly 10 according to the present invention.
  • a multimodal operator can access the server 134 using a computer 136 or mobile device 138 (smartphone, tablet or other) and access information relating to the fifth wheels/cars. This is done in real time, at any time, wherever the wagons are, via any internet connection allowing access to the server.
  • a computer 136 or mobile device 138 smart phone, tablet or other
  • control module is configured to send data including an identification number of the box (associated with the wagon in the server 134) and one or more of the following information: a loaded operating state, a “non-compliant” operating state » a status of free or engaged housing, a status of engaged or retracted lock, a status of trailer present or absent, a status of operating body, locked or in operation, a movement status.

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Claims (15)

  1. Sattelkupplungsanordnung (10) für Huckepackwagen (2), die umfasst: eine Sattelkupplungsplatte (12) mit einer Oberseite (12.1), einer zur Oberseite entgegengesetzten Unterseite (12.2), und die eine Aufnahme (18) umfasst, die geeignet ist, einen Kupplungsbolzen eines Anhängers aufzunehmen, wobei die Aufnahme vorzugsweise eine zylindrische Aufnahme (18) ist, die sich auf der Seite der Unterseite (12.2) erstreckt und in der Oberseite (12.1) der Sattelkupplungsplatte (12) mündet;
    eine Verriegelungsvorrichtung, die geeignet ist, den Kupplungsbolzen in der Aufnahme (18) zu verriegeln;
    ein in der Aufnahme (18) angeordnetes Nachführelement (26), das von dem in die Aufnahme eingeführten Kupplungsbolzen aus einer Ruhe- in eine Eingriffsposition gebracht wird; und
    ein Anzeigeelement (34), das mit dem Nachführelement (26) mechanisch so verbunden ist, dass es sich zwischen einer ersten und einer zweiten Position hin- und herbewegt, die jeweils der Ruhe- bzw. der Eingriffsposition des Nachführelements (26) entspricht;
    welche Sattelkupplungsanordnung (10) ferner umfasst:
    einen ersten Sensor (70), der mit dem Nachführelement (26) verbunden ist, wobei der erste Sensor ein Kontaktsensor ist, der so vorgesehen ist, dass er betätigt wird, wenn sich das Nachführelement in der Eingriffsposition befindet;
    einen zweiten Sensor (72), der so vorgesehen ist, dass er eine Verriegelungsstellung der Verriegelungsvorrichtung erfasst, wobei der zweite Sensor ein Kontaktsensor ist;
    einen dritten Sensor (74), der geeignet ist, das Vorhandensein eines Containers oder Sattelzuges in der Nähe der Sattelkupplungsanordnung (10) zu erfassen, wobei der dritte Sensor (74) ein Abstandssensor ist; und eine Steuerungseinheit (76), die so vorgesehen ist, dass sie Signale von jedem der Sensoren (70, 72, 74) empfangen und auf Basis dieser Signale einen Zustand der Sattelkupplungsanordnung bestimmen kann, insbesondere einen Beladungszustand.
  2. Sattelkupplungsanordnung (10) nach Anspruch 1, wobei der erste Sensor (70) so auf dem Anzeigeelement (34) angeordnet ist, dass er in Eingriffsstellung des Nachführelements (26) insbesondere an der Unterseite (12.2) der Sattelplatte (12) in Anschlag kommt.
  3. Sattelkupplungsanordnung (10) nach Anspruch 1 oder 2, wobei die Verriegelungsvorrichtung ein Verriegelungselement (40) mit einem Kontaktabschnitt (44) umfasst, der so vorgesehen ist, dass er in eine ringförmige Nut des Kupplungsbolzens eingreift, wobei der zweite Sensor (72) so vorgesehen ist, dass er in Verriegelungsposition in Anschlagposition ist,
    der zweite Sensor (72) vorzugsweise so am Verriegelungselement (40) befestigt ist, dass er in Verriegelungsstellung in Anschlag kommt an eine Außenfläche der Aufnahme (18) des Kupplungsbolzens, wobei das Verriegelungselement vorzugsweise in die Verriegelungsstellung zurückgeholt wird.
  4. Sattelkupplungsanordnung (10) nach Anspruch 3, wobei die Aufnahme (18) eine seitliche Öffnung (46) umfasst, durch welche hindurch das Verriegelungselement (40) zwischen der Verriegelungsposition und einer Freigabeposition gleitet, in der der Kupplungsbolzen aus der Aufnahme (18) herausgezogen werden kann.
  5. Sattelkupplungsanordnung (10) nach Anspruch 3 oder 4, wobei die Verriegelungsvorrichtung einen Bedienungshebel (56) umfasst, der an einen Zugarm (48) gekoppelt ist, bezüglich der Sattelkupplungsplatte (12) schwenkbar montiert ist, wobei das Verriegelungselement (40) mit dem Zugarm (48) in der Weise verbunden ist, dass das Verriegelungselement in Freigabeposition gebracht werden kann.
  6. Sattelkupplungsanordnung (10) nach einem der vorstehenden Ansprüche, wobei der dritte Sensor (74) ein Ultraschallsensor und/oder wobei der dritte Sensor (74) so vorgesehen ist, dass er den Anhänger direkt erfasst.
  7. Sattelkupplungsanordnung (10) nach einem der vorstehenden Ansprüche, wobei
    das Nachführelement (26) axial gleitend in der Aufnahme (18) montiert ist, und in Ruhestellung gezogen wird; und
    das Nachführelement (26) einen Kupplungsabschnitt umfasst, der sich aus der Aufnahme (18) heraus durch eine seitliche Öffnung (24) erstreckt und mit mindestens einem Anzeigehebel (32) gekoppelt ist, von dem ein freies Ende das Anzeigeelement (34) aktiviert; und vorzugsweise
    der Anzeigehebel (32) um eine zur Sattelkupplungsplatte (12) parallelen Achse schwenkt und an seinem freien Ende das Anzeigeelement (34) trägt, insbesondere eine farbige Platte, welches Anzeigeelement (34) in seiner ersten Position unter der Höhe eines Umfangsrandes (39) der Sattelkupplungsplatte (12) zu sehen ist und in der zweiten Position nach dem Hineindrücken des Nachführelements (26) und entsprechendem Schwenken des Anzeigehebels (32) angehoben wird, sodass er von einem Benutzer nicht mehr zu sehen ist.
  8. Sattelkupplungsanordnung (10) nach einem der vorstehenden Ansprüche, die ferner umfasst:
    eine Grundplatte (14), die dazu bestimmt ist, an einem Träger befestigt zu werden;
    einen Hebemechanismus (16), der die Grundplatte (14) an die Sattelkupplungsplatte (12) koppelt und so eine selektive Anpassung der Höhe der Sattelkupplungsplatte (12) in Bezug auf die Grundplatte (14) ermöglicht;
    wobei der Hebemechanismus (16) ein Bedienungselement (112) umfasst, das zwischen einer Betätigungsposition, in der die Höhenanpassung möglich ist, und einer verriegelten Position, in der die Höhenanpassung blockiert ist, hin- und herbewegt werden kann;
    einen weiteren Kontaktsensor (124), so genannten vierten Sensor, der so ausgeführt ist, dass er eine Verriegelungsposition des Bedienungselements erfasst.
  9. Sattelkupplungsanordnung (10) nach einem der vorstehenden Ansprüche, wobei die Steuerungseinheit (76) so vorgesehen ist, dass sie folgende Status bestimmt:
    einen Status der Aufnahme, freigegeben oder im Eingriff, auf Basis des Signals des ersten Sensors (70);
    einen Status des Riegels, im Eingriff oder zurückgezogen, auf Basis des Signals des zweiten Sensors (72);
    einen Status des Anhängers, vorhanden oder nicht vorhanden, auf der Basis des vom dritten Sensor (74) empfangenen Signals;
    und wobei der Beladungsstatus der Kombination aus einem Status des vorhandenen Anhängers, einem Status der Aufnahme im Eingriff und einem Status des Riegels im Eingriff entspricht.
  10. Sattelkupplungsanordnung (10) nach Anspruch 9, wobei der Anhängerstatus einem Anhänger entspricht, der in einem Mindestabstand von 10 oder 20 cm erfasst wurde.
  11. Sattelkupplungsanordnung (10) nach Anspruch 9 oder 10, die ferner umfasst Anzeigemittel (80, 82), vorzugsweise integriert in die Steuerungseinheit (76), die geeignet sind, folgende Betriebszustände anzuzeigen:
    - korrekte Beladung: entspricht dem Beladungsstatus; und
    - unsachgemäße Beladung: wenn der Beladungsstatus "vorhanden" ist, obwohl der Aufnahmestatus "freigegeben" und / oder der Riegelstatus "zurückgezogen" ist,
    die Anzeigemittel vorzugsweise mindestens zwei LEDs (80, 82) umfassen, wobei eine erste, vorzugsweise grüne Diode (80) leuchtet, wenn der Betriebszustand "korrekte Beladung" ist; wobei eine zweite, vorzugsweise rote Diode (82) leuchtet, wenn der Betriebszustand "unsachgemäße Beladung" ist; und vorzugsweise keine Diode leuchtet bzw. die Anzeigemittel deaktiviert sind, wenn der Anhängerstatus "nicht vorhanden" ist.
  12. Sattelkupplungsanordnung (10) nach Anspruch 11, wobei die Steuerungseinheit mit einem Bewegungserfassungsmittel, insbesondere einem Beschleunigungsmesser, gekoppelt ist; und die Steuerungseinheit so vorgesehen ist, dass sie die Anzeigemittel deaktiviert, wenn sie auf Basis des Bewegungserfassungsmittels feststellt, dass der Wagen sich bewegt.
  13. Sattelkupplungsanordnung (10) nach einem der vorstehenden Ansprüche, wobei die Steuereinheit (76) außerdem so vorgesehen ist, dass sie einen Betätigungselementstatus, verriegelt oder betätigt, auf Basis des vom vierten Sensor (124) empfangenen Signals bestimmt, und wobei der Beladungsstatus der Kombination aus einem Status eines vorhandenen Anhängers, einem Status einer Aufnahme in Eingriff, einem Status eines eingreifenden Riegels und einem Status eines verriegelten Betätigungselements entspricht.
  14. Sattelkupplungsanordnung (10) nach einem der vorstehenden Ansprüche, wobei die Steuerungseinheit (76) eine, vorzugsweise mittels verbundener Fotovoltaik-Sensoren aufladbare, Batterie umfasst, und/oder
    wobei die Steuerungseinheit (76) ein Funkkommunikationsmodul umfasst, das eine drahtlose Kommunikation mit einem entfernten Server ermöglicht, insbesondere die Übertragung von Daten, die einen oder mehrere der Sensorenstatus und/oder Betriebs- und/oder Bewegungszustände des Wagens wiedergeben.
  15. Wagen (2), insbesondere Huckepackwagen, der ein Fahrgestell und mindestens eine Sattelkupplungsanordnung nach einem der vorstehenden Ansprüche umfasst.
EP22183720.6A 2021-07-12 2022-07-08 Sattelkupplungsanordnung Active EP4119415B1 (de)

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LU500421A LU500421B1 (fr) 2021-07-12 2021-07-12 Ensemble de sellette d’attelage

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5139374A (en) * 1991-02-04 1992-08-18 Acf Industries, Inc. Trailer sensor for railroad hitch
FR2938812A1 (fr) * 2008-11-24 2010-05-28 Bretagne Courtage Dispositif automatise de positionnement et de retrait d'un outillage de sellette
EP3395639B1 (de) * 2017-04-25 2021-01-27 Helrom Limited Achsschenkelbolzenkonsolenanordnung

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