EP4263319A2 - Attelage de traction automatique - Google Patents

Attelage de traction automatique

Info

Publication number
EP4263319A2
EP4263319A2 EP21840465.5A EP21840465A EP4263319A2 EP 4263319 A2 EP4263319 A2 EP 4263319A2 EP 21840465 A EP21840465 A EP 21840465A EP 4263319 A2 EP4263319 A2 EP 4263319A2
Authority
EP
European Patent Office
Prior art keywords
coupling
frog
lever
automatic train
articulated
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.)
Pending
Application number
EP21840465.5A
Other languages
German (de)
English (en)
Inventor
Kay Uwe Kolshorn
Jürg Fürst
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.)
Voith Patent GmbH
Original Assignee
Voith Patent GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Voith Patent GmbH filed Critical Voith Patent GmbH
Publication of EP4263319A2 publication Critical patent/EP4263319A2/fr
Pending legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
    • B61G3/00—Couplings comprising mating parts of similar shape or form which can be coupled without the use of any additional element or elements
    • B61G3/16—Couplings comprising mating parts of similar shape or form which can be coupled without the use of any additional element or elements with coupling heads rigidly connected by rotatable hook plates or discs and balancing links, the coupling members forming a parallelogram, e.g. "Scharfenberg" type
    • B61G3/20—Control devices, e.g. for uncoupling
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
    • B61G3/00—Couplings comprising mating parts of similar shape or form which can be coupled without the use of any additional element or elements
    • B61G3/16—Couplings comprising mating parts of similar shape or form which can be coupled without the use of any additional element or elements with coupling heads rigidly connected by rotatable hook plates or discs and balancing links, the coupling members forming a parallelogram, e.g. "Scharfenberg" type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
    • B61G3/00—Couplings comprising mating parts of similar shape or form which can be coupled without the use of any additional element or elements
    • B61G3/16—Couplings comprising mating parts of similar shape or form which can be coupled without the use of any additional element or elements with coupling heads rigidly connected by rotatable hook plates or discs and balancing links, the coupling members forming a parallelogram, e.g. "Scharfenberg" type
    • B61G3/18—Locking devices

Definitions

  • the present invention relates to an automatic train coupling, in particular for a freight car of a rail vehicle, according to the preamble of claim 1 .
  • generic automatic train couplings which have a coupling head with a coupling housing and a coupling lock with a lock.
  • the coupling lock is designed as a rotary lock with a coupling eyelet and a frog, the frog being rotatable about a main axis between a coupled position and an uncoupled position, and the coupling eyelet being connected to the frog with a first end rotatable about a coupling eyelet axis and a second free end having.
  • the frog has a mouth for receiving a corresponding second end of a coupling eyelet of an opposite coupling head.
  • a spring accumulator is assigned to the frog.
  • the frog can be rotated from the coupled position to the uncoupled position against the force of the spring accumulator and from the uncoupled position to the coupled position by the force of the spring accumulator.
  • the uncoupled position is also referred to as the ready-to-couple position, since in this position the train couplings of the two cars can be moved towards one another and coupled. If necessary, the coupling closure or its heart can also be rotated into a position that is overextended in relation to the coupling-ready position, ie opened more than necessary. In this stalled position, the spring accumulator is tensioned to the maximum.
  • This stalled position is also a ready-to-couple or uncoupled position within the meaning of the present invention. Furthermore, such a coupling-ready or uncoupled position is also referred to as a waiting position.
  • the locking device which holds the coupling lock in the appropriate position or releases it for the transition to a different position by turning the crossing frog, has, for example, a plunger that can be displaced against a spring force in the coupling direction of the train coupling and a ratchet rod that can be displaced transversely or diagonally to the coupling direction.
  • the pawl rod is articulated to the frog and can be displaced by the frog when it rotates from the coupled position to the uncoupled position into a latching position in which the pawl rod prevents the frog from rotating back, i.e. in the direction from the uncoupled position to the coupled position .
  • the plunger in turn, is movable between a first position and a second position.
  • the plunger In the first position, in which the plunger is displaced against the spring force, the plunger blocks the ratchet rod in the detent position and in the second position, into which the plunger is displaced from the first position by the spring force, the plunger releases the ratchet rod from the detent position.
  • the function of the generic automatic train coupling is as follows: Two opposite coupling heads on two vehicles to be coupled to each other are locked together by inserting the second end of the respective coupling eyelet into the mouth of the frog of the other coupling head and holding it positively by turning the frog there becomes. This mechanically couples the two vehicles together.
  • the two coupling locks are only loaded by tensile forces, which are distributed evenly over both coupling eyes within the parallelogram formed by the coupling eyes and frogs.
  • Compressive forces on the other hand, are transmitted by a special profile on the front of the coupling head housing, the profile generally comprising a cone and a funnel, which is also advantageous in the present invention, which are surrounded by a wide, particularly flat, end face.
  • the profile can be formed by a separate face plate attached to the front of the coupler head housing.
  • the profile can form sliding and centering surfaces with the cone and funnel and, in particular, determine the gripping area in lateral, vertical and angular offset. When the coupling heads meet, they center and slide into each other.
  • an uncoupling device rotates both coupling locks, i.e. the two frogs, against the force of the spring accumulators until the coupling eyes slide out of the mouths of the frogs.
  • the twisting crossing frogs are intended to move the latch rods to such an extent that when the vehicles are separated, the crossing frogs are prevented from turning back from the overhauled position beyond the ready-to-couple position by bringing the latch rods into their latching positions.
  • Uncoupling devices are known in different designs.
  • manually operable, mechanical uncoupling devices have levers, cables and/or chain hoists that act on different types of bolts and cancel the bolted position when actuated.
  • Automated uncoupling devices include a pneumatic cylinder or as a drive an electric motor, in particular a linear actuator, which decouples the train coupling.
  • DE 29 23 195 C2 discloses a remote-controlled uncoupling device for a central buffer coupling of a rail vehicle, in which an electric motor uses a cam disk to actuate a lever connected non-rotatably to the main pin in order to rotate the frog from the coupled position to the uncoupled position.
  • EP 3 470 295 A1 discloses an electric linear actuator which acts on the main bolt via a lever.
  • the known automated uncoupling devices require a relatively large amount of space and are arranged on the outside of the automatic train coupling outside of the coupling head housing.
  • housings can be provided which shield the uncoupling devices from the environment.
  • a disadvantage of the known embodiments is the structural complexity associated with these housings and the comparatively large installation space that is required as a result.
  • DE 660 833 discloses actuation by compressed air for releasing the clutch.
  • a cylinder/piston unit is integrated in the coupling head, with the piston rod acting directly on the coupling hook.
  • the entire compressed air supply is located outside the coupling head.
  • the cylinder/piston unit must be designed accordingly for the transmission of large forces, which is reflected in a corresponding design of the head.
  • the present invention is based on the object of improving an automatic train coupling, in particular for a freight car of a rail vehicle, for example the embodiment described above, in such a way that the design effort and the manufacturing costs are reduced and at the same time the necessary installation space is minimized, with reliable protection of the Uncoupling device against environmental influences.
  • the uncoupling device should be characterized by a compact design with simultaneous suitability for the transmission of high forces.
  • the automatic train coupling according to the invention which is designed in particular as an automatic train coupling of a freight car of a rail vehicle, has a coupling head which comprises a coupling head housing and a coupling lock with a lock.
  • Locking means that the coupling closure can be locked in a rotationally fixed manner at least in one position, as follows from the following.
  • the coupling lock is designed as a rotating lock with a coupling eyelet and a frog, the frog being rotatable about a main axis of rotation between a coupled position and an uncoupled position.
  • the coupling eyelet is connected to the frog with a first end such that it can rotate about a coupling eyelet axis and has a second free end.
  • the frog has a mouth which is arranged to receive a second end of a coupling eyelet of an opposite coupling head.
  • an electrically or hydraulically or pneumatically actuated uncoupling device which comprises an electric motor, hydraulic motor or pneumatic motor, which is at least indirectly connected to the frog via a drive connection in order to rotate the frog from the coupled position into the uncoupled position. With the locking, the frog can be held against rotation, particularly in the uncoupled position, the so-called ready-to-couple position.
  • the uncoupling device is either arranged completely inside the coupling head housing, or the uncoupling device is arranged completely inside the coupling head housing and a coupling rod adjoining the coupling head housing, i.e. in a space which is either enclosed solely by the coupling head housing or by the coupling head housing together with a corresponding area the coupling rod is enclosed.
  • the configuration according to the invention makes it possible to dispense with additional housings for the electrically, hydraulically or pneumatically actuated uncoupling device and at the same time good protection of the electrically, hydraulically or pneumatically actuated uncoupling device from environmental influences can be guaranteed.
  • No space for the electrically, hydraulically or pneumatically actuated uncoupling device, i.e. in particular the electric motor, hydraulic motor or pneumatic motor and the drive connection, has to be reserved outside the coupling head housing and, if applicable, the corresponding part of the coupling rod.
  • drive motors with rotary output and drive motors with translatory output can be used.
  • drive motors with rotary output are used.
  • the electrically, hydraulically or pneumatically actuated uncoupling device can be designed to be particularly compact if the motor has an output axis of rotation which is arranged at least essentially radially to the main axis.
  • the output axis of rotation therefore advantageously points in the direction of the main axis or intersects the main axis or at least one around the Main axis rotatable main bolt, which is connected to the frog in a rotating manner.
  • the electrically, hydraulically or pneumatically actuated uncoupling device Compared to an engine output axis of rotation, which is arranged skewed or tangential to such a main pin or to the main axis, the electrically, hydraulically or pneumatically actuated uncoupling device requires a much narrower installation space, which extends with its longitudinal extent in the direction of the longitudinal axis of the coupling rod or the longitudinal axis of the coupling head housing and is therefore light can be accommodated within the coupling head housing and, if necessary, the adjacent area of the coupling rod.
  • an angular gear is provided in the drive connection between the motor and the frog.
  • a bevel gear can be formed, for example, by a drive pinion and a crown wheel or bevel gear (even if the drive pinion is conical) meshing with it, the axis of rotation of which is parallel to the main axis.
  • the drive pinion can be provided on the output axis of rotation or on an output shaft of the motor running around the output axis of rotation, or it can be arranged coaxially with it and be in driving connection with the output shaft of the motor.
  • the bevel gear is connected to the frog via a one-piece or multi-piece articulated lever.
  • a driver can be provided on the bevel gear output, for example in the form of a bolt on a disc, which takes the articulated lever with it when the frog is rotated from the coupled position to the uncoupled position and prevents the bevel gear output from rotating in the allows opposite direction without entrainment of the articulated lever.
  • the angular gear is connected to the frog via an articulated lever, which is at least in two parts, comprising a first lever part, which is articulated to the frog, and a second lever part, which is articulated to the first lever part and articulated to an angular gear output, wherein the axes of rotation of said articulated joints are parallel to the main axis.
  • the angle gear output can be formed, for example, by a rotary lever that extends radially to an angle gear output axis of rotation. According to one embodiment, such a bevel gear output is essentially spoke-shaped. However, a disc-shaped or circular angular gear output or other shapes can also be considered.
  • a reduction gear can be provided between the bevel gear and the motor, advantageously with a coaxial arrangement of its input and output.
  • the bevel gear can be designed, for example, as a planetary gear or eccentric gear, in particular in the form of a strain wave gear or strain wave gear.
  • a differential gear can also be considered, for example.
  • the output of this reduction gear is then formed in particular by the said drive pinion, which represents the input to the bevel gear.
  • the reduction gear in particular in the form of the strain wave gear, can then be arranged coaxially to the motor or to its output axis of rotation.
  • Ie motor output axis of rotation, wave gear and preferably the input of the bevel gear are arranged coaxially to one another.
  • This version is done characterized by a low height and compact design.
  • the design and arrangement of the couplings between the bevel gear and the frog, in particular articulated levers is in a horizontal plane and the arrangement of the axes of rotation of the motor output shaft, strain wave gear and bevel gear input is in another horizontal plane, with the two horizontal planes only being slightly offset in have viewed from the vertical direction to each other.
  • the bevel gear can preferably have a further reduction in order to further reduce the speed in the direction of the drive power flow behind the bevel gear and preferably at the same time to increase the transmitted torque. In this way, a particularly high torque can be achieved on the frog for rotating the frog from its coupled position into the uncoupled position.
  • the harmonic drive and/or the bevel gear can be carried, in particular exclusively, by the motor or by a console that carries the motor and is in particular plate-shaped.
  • the bevel gear output can preferably be rotated about an bevel gear output axis of rotation between a zero position and a release position. In the zero position, the bevel gear output enables the frog to be rotated between the coupled position and the uncoupled position without being hindered by the bevel gear output. When turning the bevel gear output from the zero position into the release position, the bevel gear output drives the frog so that it rotates from the coupled position to the uncoupled position.
  • the length of the articulated lever in particular the lengths of the first lever part and the second lever part, are therefore preferably chosen such that the frog can be rotated from the uncoupled position into the coupled position and the bevel gear output remains in the zero position.
  • the arch, the axis of rotation of the articulated connection of the second lever part on the bevel gear output when rotating the bevel gear output from the zero position to the release position be less than or equal to the combined lengths of the first lever part and the second lever part.
  • the uncoupling device can preferably be actuated independently of the position of the frog, and in particular the bevel gear output can be rotated with the motor about the bevel gear output axis of rotation both in the coupled position and in the uncoupled position of the frog.
  • the position of the uncoupling device in particular of the bevel gear output and/or the articulated lever, can preferably be detected with a sensor in order to be able to monitor specific positions of the uncoupling device and/or to be able to control it in a better targeted manner.
  • a hand-operated device with which the frog can be brought manually into the uncoupled position and/or the bevel gear output into the zero position.
  • the frog can be brought manually into the uncoupled position and/or the bevel gear output into the zero position.
  • the automatic train coupler can be uncoupled by turning the frog into the uncoupled position.
  • the automatic train coupling can be provided with a locking device which, in particular, comprises the illustrated ratchet rod and the plunger and works as described at the outset.
  • Both versions are characterized by a very compact axial design, viewed in the longitudinal direction of the coupling when installed, but require a little more space in the vertical direction.
  • a rail vehicle according to the invention has a corresponding automatic train coupling of the type shown.
  • the coupling head housing of the automatic train coupling has a special profile, especially on the front.
  • the profile is formed by a cone and a funnel.
  • the cone and funnel are surrounded by a wide, flat end face or one which is provided with open-edged recesses on the end face, forming recessed surface areas. In the latter case, one or more surface areas are provided on the end face, which interact with an end face of a counter-coupling for introducing forces.
  • FIG. 1 shows a sectional illustration of an advantageous embodiment of an automatic train coupling according to the invention
  • FIG. 2 is a view from below of an advantageous embodiment of an automatic train coupling according to the invention
  • FIG. 3 shows a partially sectioned view of an advantageous embodiment of an automatic train coupling according to the invention in a plan view obliquely from above;
  • FIG. 4 shows a vertical section through an automatic train coupling according to the invention
  • FIG. 5 shows an automatic train coupling according to the invention without the coupling head housing in a view at an angle from above;
  • FIG. 6 shows the automatic train coupling from FIG. 5 with the frog in the uncoupled or coupling-ready position
  • FIG. 7 shows the automatic train coupling from FIG. 6 with the frog in the coupled position
  • FIG. 8 shows the automatic train coupling from FIGS. 6 and 7 in the uncoupled position and the bevel gear output in the release position;
  • 9a shows an alternative design of the bevel gear output and the articulated lever to 9c with the frog in the coupled position and uncoupled position and the bevel gear output in the release position and zero position;
  • FIG. 10 shows an alternative embodiment of a driver solution based on a detail from the uncoupling device
  • FIG. 1 shows an exemplary embodiment of an automatic train coupling according to the invention in an uncoupled position of the coupling closure 3 or of its heart 6 .
  • the associated uncoupling device here in a particularly advantageous embodiment in the form of an electrically operated uncoupling device 11, can be seen in FIGS.
  • the automatic train coupling has a coupling head 1 which includes a coupling head housing 2 and the coupling lock 3 .
  • the coupling head housing 2 has a profile on the front.
  • the profile is formed by a cone 21 and a funnel 22.
  • Cone 21 and funnel 22 are surrounded by a wide, flat end face 23 for interaction with the end face of a counter-coupling or, however, not shown here in detail with open-edged recesses provided on end face 23 to form recessed surface areas. In the latter case, one or more surface areas are provided on the end face, which interact with an end face of a counter-coupling for introducing forces.
  • the end face 23 can be formed by an end plate 24 detachably connected to the coupling head housing 2 or by an end plate 24 formed integrally with the latter.
  • the coupling lock 3 is designed as a rotating lock, with the frog 6 to which a coupling eyelet 5 is connected so that it can rotate about a coupling eyelet axis 8 .
  • the frog 6, in turn, can be rotated about the main axis 7.
  • the frog 6 is mounted on a main bolt 19 and is connected to it in a rotationally fixed manner.
  • a manual operating device 20 can act on the main bolt 19 in order to manually uncouple the coupling lock 3 .
  • an actuator of a valve of a compressed air line in particular a brake air line HL, which is not shown in detail here, can be controlled via the main pin 19, so that when the Dome closure 3 in the coupled position, the valve is opened and when rotating the dome closure 3 in the uncoupled position, the valve is closed.
  • the coupling eyelet 5 has a first end 5.1, at which it is rotatably connected to the frog 6, and an opposite second end 5.2, which can be clamped in a mouth 9 of the frog 6 of a coupling head 1 of the opposite type in order to mechanically connect the two coupling heads 1 to lock together.
  • the coupling eyelet 5 has a quench loop, which is not shown in detail here.
  • each coupling head 1 can be rotated from the uncoupled position into the coupled position against the force of a spring accumulator 4, which is formed, for example, by one or more tension springs.
  • FIG. 1 An uncoupled position of the coupling head 1 or the coupling closure 3 is shown in FIG.
  • Such an uncoupled position which is also referred to as a position ready for coupling, can also be the above-mentioned engaged position.
  • FIG. 2 shows that all components of the coupling lock 3 are accommodated within the coupling head housing 2 and that the coupling rod 10 is connected to the coupling head housing 2 in the longitudinal direction of the train coupling, which, in addition to the coupling head housing 2, forms part of the uncoupling device 11 in the form an electrically operated uncoupling device 11, here the electric motor 12, accommodates.
  • FIG. 3 shows a horizontal section through the coupling head housing 2 and the adjoining area of the coupling rod 10.
  • the frog 6 is in the coupled position, in which the mouth 9 is arranged comparatively far inside the coupling head housing 2 .
  • FIG. 4 shows the arrangement from FIG. 3 again in a vertical section, but here without the coupling rod 10, which adjoins the coupling head housing 2 in the axial direction.
  • the electric motor 12 in the drive connection to the frog 6 is initially followed by a strain wave gear (or generally a reduction gear, in particular an eccentric gear or planetary gear) 25, which carries a drive pinion 13 on the output side coaxially with the output rotary axis 12.1 of the electric motor meshes with a crown wheel 14 revolving around a vertical axis of rotation 14.1 in order to drive the crown wheel 14.
  • the axis of rotation 14.1 is parallel to the main axis 7, about which the main pin 19 can be rotated together with the frog 6.
  • the output axis of rotation 12.1 is arranged radially to the main axis 7.
  • Drive pinion 13 and the crown wheel 14 can also be provided, for example, two bevel gears.
  • the drive pinion 13 and the crown gear 14 together form an angular gear 15, which preferably has a reduction, as does the strain wave gear 25.
  • Wave gears are in particular gears with an elastic transmission element.
  • the arrangement of the electric motor 12, the harmonic drive 25 and the bevel gear 15 can also be seen again in FIG. It can be seen that the output axis of rotation 12.1 of the electric motor 12 and the harmonic drive 25 are arranged coaxially to one another, as is the input of the bevel gear 15. These are preferably arranged in a horizontal plane and free of offset in the vertical direction. These are arranged one behind the other in the axial direction, i.e. viewed in the direction of the longitudinal axis of the coupling. This results in an uncoupling device 11 which is particularly compact in the vertical direction and which optimally utilizes the installation space which is already available in the direction of the longitudinal axis of the coupling within the coupling head housing 2 and the coupling rod.
  • the bevel gear output 15.1 is formed by a rotary lever 17 which can be rotated about the bevel gear output axis of rotation 15.2.
  • the angle gear output axis of rotation 15.2 and the axis of rotation 14.1 of the crown wheel 14 coincide.
  • the rotary lever 17 With the rotation of the crown wheel 14, the rotary lever 17 is also rotated about the bevel gear output axis of rotation 15.2.
  • the rotating lever 17 is connected to the frog 6 via a jointed lever 16 comprising a first lever part 16.1 and a second lever part 16.2.
  • the first lever part 16.1 is articulated on Heart 6 connected
  • the second lever part 16.2 is articulated to the first lever part 16.1 and articulated to the rotary lever 17 connected.
  • the position of the rotary lever 17 can be detected by a sensor 18, for example.
  • FIGS. 6 shows the frog 6 in the uncoupled position, the bevel gear output 15.1, which is formed by the rotary lever 17, is in its so-called zero position, in which it does not prevent the frog 6 from rotating about the main axis 7.
  • the first lever part 16.1 and the second lever part 16.2 are folded in or against one another, that is to say they enclose a comparatively acute angle between them.
  • bevel gear output 15.1 can remain in its zero position and the increasing distance between the connecting joint of articulated lever 16 on frog 6 and the The connecting joint of the articulated lever 16 on the bevel gear output 15.1 is bridged by unfolding the first lever part 16.1 and the second lever part 16.2. Accordingly, in the coupled position of the frog 6, the first lever part 16.1 and the second lever part 16.2 extend relatively linearly to one another.
  • the bevel gear output 15.1 or the rotary lever 17 is driven into the release position shown in Figure 8 twisted with the electric motor 12. During this twisting, the rotary lever 17 pulls on the articulated lever 16 on the frog 6, so that the frog is twisted into the uncoupled position.
  • the angle gear output 15.1 or the rotary lever 17 is turned again into its neutral position, which is shown in the vehicles 6 and 7, preferably before the Frog 6 begins to twist into the coupled position.
  • FIG. 9a shows the frog 6 in the coupled position and the bevel gear output 15.1 in its neutral position.
  • the articulated lever 16 and the bevel gear output 15.1 are designed differently from the embodiment shown in the previous figures.
  • the articulated lever 16 is in one piece and is articulated to the frog 6 on the one hand and articulated to the rotary lever 17 on the other hand.
  • the rotary lever 17 on the bevel gear output 15.1 is rotated by a driver 34 to rotate the frog 6 from the coupled position shown in Figure 9a into the uncoupled position shown in Figure 9b in such a way that it pulls on the frog 6 via the articulated lever 16 in order to rotate it move to the uncoupled position.
  • the bevel gear output 15.1 is rotated back to its zero position, which is shown in Figures 9a and 9c, this is done by turning back the driver 34, which is arranged in a rotationally fixed manner on the bevel gear output 15.1, so that it can be moved away from the rotary lever 17, which can be rotated on the Angular gear output 15.1 is arranged, removed and, as shown in FIG. 9c, turning back the frog 6 into the coupled position, during which turning back the rotary lever 17 must also be turned back via the articulated lever 16, is not blocked.
  • the uncoupling device can preferably do without a freewheel or a corresponding clutch.
  • Figure 10 shows an example of a detail of the drive connection, in particular the bevel gear 15 in a view according to Figure 9, an alternative arrangement and design of the driver 34.
  • this is on an annular element that is non-rotatably coupled to the output shaft of the bevel gear 15 in a form-fitting manner trained in Shape of at least one, preferably two cams 35.1, 35.2.
  • the positive connection takes place via an internally toothed area with an external toothing on the output shaft of the bevel gear 15.
  • the cams 35.1, 35.2 forming drivers 34 interact with the input of the rotary lever 17.
  • the ring-shaped input part for coupling to the output of the bevel gear 15, with the coupling taking place via the cams 35.1, 35.2 forming drivers on the inner circumference of the ring-shaped input part of the rotary lever 17.
  • This is adapted on the inner circumference to the outer contour of the cams and in each case forms stop surfaces for the cams forming drivers, which are aligned in the circumferential direction about the axis of rotation 14.1.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Mechanical Operated Clutches (AREA)
  • Platform Screen Doors And Railroad Systems (AREA)
  • Transmission Devices (AREA)

Abstract

L'invention concerne un attelage de traction automatique, conçu en particulier pour un wagon de marchandises d'un véhicule ferroviaire, comprenant : une tête d'attelage qui comporte un carter de tête d'attelage et une fermeture d'attelage équipé d'un élément de blocage, la fermeture d'attelage étant conçue en tant que fermeture rotative comprenant un œillet d'attelage et un cœur de croisement, le cœur de croisement pouvant tourner autour d'un axe principal entre une position accouplée et une position désaccouplée, l'œillet d'attelage étant relié au niveau d'une première extrémité au cœur de croisement de façon à pouvoir tourner autour d'un axe d'œillet d'attelage et possédant une deuxième extrémité libre, et le cœur de croisement comprenant une mâchoire qui est conçue pour recevoir une deuxième extrémité d'un œillet d'attelage d'une tête d'attelage diamétralement opposée ; et un dispositif de désaccouplement qui est actionné de manière électrique, hydraulique ou pneumatique et qui comprend un moteur électrique, hydraulique ou pneumatique qui est au moins indirectement relié au cœur de croisement par une liaison d'entraînement pour faire tourner le cœur de croisement de la position accouplée à la position désaccouplée. L'attelage de traction automatique selon l'invention est caractérisé en ce que le dispositif de désaccouplement est conçu pour être soit entièrement à l'intérieur du carter de tête d'attelage soit entièrement à l'intérieur du carter de tête d'attelage et d'une tige d'attelage adjacente au carter de tête d'attelage.
EP21840465.5A 2020-12-15 2021-12-15 Attelage de traction automatique Pending EP4263319A2 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE102020133495 2020-12-15
DE102021105367 2021-03-05
PCT/EP2021/085870 WO2022129159A2 (fr) 2020-12-15 2021-12-15 Attelage de traction automatique

Publications (1)

Publication Number Publication Date
EP4263319A2 true EP4263319A2 (fr) 2023-10-25

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Family Applications (1)

Application Number Title Priority Date Filing Date
EP21840465.5A Pending EP4263319A2 (fr) 2020-12-15 2021-12-15 Attelage de traction automatique

Country Status (5)

Country Link
US (1) US20230391380A1 (fr)
EP (1) EP4263319A2 (fr)
KR (1) KR20230117445A (fr)
DE (1) DE102021133227A1 (fr)
WO (1) WO2022129159A2 (fr)

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102022123655A1 (de) * 2022-09-15 2024-03-21 Knorr-Bremse Systeme für Schienenfahrzeuge GmbH Verfahren zum Ansteuern einer digitalen automatischen Kupplung von Schienenfahrzeugen und eine solche digitale automatische Kupplung
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DE102021133227A1 (de) 2022-06-15

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