EP4330109A1 - Accouplement de traction automatique et procédé de désaccouplement d'un accouplement de traction automatique - Google Patents

Accouplement de traction automatique et procédé de désaccouplement d'un accouplement de traction automatique

Info

Publication number
EP4330109A1
EP4330109A1 EP22726024.7A EP22726024A EP4330109A1 EP 4330109 A1 EP4330109 A1 EP 4330109A1 EP 22726024 A EP22726024 A EP 22726024A EP 4330109 A1 EP4330109 A1 EP 4330109A1
Authority
EP
European Patent Office
Prior art keywords
coupling
frog
automatic train
articulated
uncoupling device
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
EP22726024.7A
Other languages
German (de)
English (en)
Inventor
Andreas Schwinning
Dr. Kay Uwe Kolshorn
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 EP4330109A1 publication Critical patent/EP4330109A1/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

Definitions

  • the present invention relates to an automatic train coupler, in particular for a freight car of a rail vehicle, according to the preamble of claim 1 and a method for uncoupling such an automatic train coupler according to the preamble of claim 15.
  • 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 latching 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 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 ratchet rods to such an extent that when the vehicles are separated, the frogs are prevented from turning back from the stalled position beyond the ready-to-couple position by bringing the ratchet rods into their latching positions.
  • Uncoupling devices are known in different designs.
  • manually operable, mechanical uncoupling devices have levers, cables and/or chain hoists, which act on different types of bolts and cancel the bolted position when actuated.
  • Automated uncoupling devices include a pneumatic cylinder or an electric motor as a drive, in particular a linear actuator, which the Train coupling disengaged.
  • 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.
  • a further disadvantage of the known automatic train couplers is that after uncoupling with the uncoupling device, the frog can be unintentionally twisted into its coupled position if the corresponding rail vehicle, which has the automatic train coupler, is being moved in shunting operation. For example, when the rail vehicle is pushed over a hump, there is a risk that the automatic train coupling that has just been disengaged will be re-engaged before the rail vehicle drives onto the wagon provided in the siding. Accidental engagement requires the clutch to be disengaged again, which takes additional time and interferes with maneuvering.
  • 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 manufacturing costs are reduced and at the same time the required installation space is minimized, with a reliable protection of the uncoupling device from environmental influences. Furthermore, a method for uncoupling an automatic train coupling is to be specified, in which the aforementioned disadvantages are avoided.
  • 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 that includes 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 uncoupling device is provided for at least indirect action on the frog in order to rotate the frog from the coupled position into the uncoupled position, the uncoupling device being coupled to the frog via a drive connection.
  • the uncoupling device is designed as an electro-hydraulic uncoupling device and is either arranged completely within 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 that is either enclosed solely by the coupling head housing or the is enclosed by the coupling head housing together with a corresponding section of the coupling rod.
  • the electro-hydraulic uncoupling device comprises at least one electric motor, a hydraulic pump that can be driven by the electric motor, in particular a hydrostatic pump, and at least one cylinder/piston unit that can be acted upon by the pump, with the piston of the cylinder/piston unit being arranged and designed in such a way that the drive connection, in particular a mechanical coupling mechanism provided in this to act on the frog in order to rotate the frog from the coupled position to the uncoupled position.
  • the cylinder/piston unit is positioned opposite the frog and connected to the frog via the drive connection in such a way that the displacement path of the piston is converted into a rotary movement at the frog.
  • the electric motor and the hydraulic pump are combined to form an electro-hydraulic drive unit, which is hydraulically coupled to the cylinder/piston unit.
  • this offers the advantage of not having a separate one for each component Having to provide suspension and storage, furthermore, the electro-hydraulic drive unit can be manufactured, stored, provided and assembled as a compact and preassembled unit.
  • the hydraulic coupling takes place via one or more line connections.
  • the electro-hydraulic drive unit can have at least one connection for establishing a hydraulic connection with an externally arranged operating medium source.
  • the advantage is that the electro-hydraulic drive unit can be arranged independently of the arrangement of the operating medium source, it being possible to use a centralized or decentralized operating medium source.
  • a central operating medium source is understood to mean, for example, an operating medium source which is jointly assigned to a plurality of such couplings and which can be coupled to the individual uncoupling devices.
  • a decentralized operating medium source can be understood to mean an operating medium source which is assigned separately to each individual clutch. This can be, for example, a closed tank, a cartridge, etc.
  • the operating medium source is located outside of the electro-hydraulic unit.
  • the electro-hydraulic drive unit includes an internal operating medium source.
  • a completely decentralized provision of operating medium can take place without external line connections between the operating medium source and the pump.
  • the electro-hydraulic drive unit has at least connections for hydraulic coupling to the cylinder/piston unit.
  • a closed hydraulic system is preferably formed, in which only leakage losses have to be compensated for.
  • the electro-hydraulic drive unit can be arranged at least partially in the coupling rod, while in a second embodiment the integration takes place directly in the coupling head.
  • the first option offers the advantage of making the coupling head relatively compact and using the free space that is already available in the coupling rod connected to it for the arrangement, with non-positive or positive fastening options for the individual components or the compact electro-hydraulic drive unit in the coupling rod being conceivable are.
  • the 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 main pin which can be rotated about the main axis and which is connected to the frog in a rotationally fixed manner.
  • the uncoupling device requires a much narrower space, which extends with its longitudinal extent in the direction of the longitudinal axis of the coupling rod or the
  • Coupling head housing longitudinal axis extends and can thus be easily accommodated within the coupling head housing and, if necessary, the adjacent area of the coupling rod.
  • the drive connection between the motor, in particular the electric motor, and the core is a mechanical one Coupling mechanism is provided for transferring the lifting movement of the cylinder into a rotary movement of the frog, the input of which is articulated to the piston of the cylinder/piston unit and the output of which is articulated to the frog, the axes of rotation of the articulated connections being parallel to the main axis in each case.
  • this allows for a compact installation space and, on the other hand, the necessary freedom of movement when twisting the frog can be achieved without the risk of an unwanted blockage or restriction by the coupling mechanism.
  • This preferably comprises: a lever element which is mounted rotatably about an axis of rotation and which is articulated to the piston in a first end area outside the axis of rotation, forming the input of the coupling mechanism, a driver which is arranged or configured outside the axis of rotation on the lever element for acting on an at least two-part articulated lever , which is articulated to the frog and the axis of rotation of the articulated lever.
  • the driver can be formed integrally on the lever element or is formed by a separate element, such as a bolt, which is attached to the lever element.
  • the lever element can be formed by a rotatably mounted plate or disk-shaped element or an angle or spoke element, with the piston being articulated and the driver being arranged on different legs. It is crucial that the articulation for the articulated connection with the piston of the cylinder/piston unit and the arrangement of the driver take place at a distance from the axis of rotation, with the arrangement of the articulated connection and the driver also being spaced apart from one another.
  • the articulated lever is designed in two parts.
  • This comprises 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 the axis of rotation of the lever element:
  • the articulated connections are arranged in such a way that when the lever element is rotated, the driver on the second lever part becomes effective.
  • the driver is arranged on the lever element in such a way that the driver is moved in the direction of the second lever part until it contacts the second lever part and other guides when the moment caused by the lifting movement of the piston on the lever element occurs. That is, a piston stroke causes the driver to rotate in the direction of entrainment of the lever part of the articulated lever.
  • This version is characterized by a small number of functional components and a particularly simple, compact design.
  • the uncoupling device can preferably be actuated independently of the position of the frog.
  • the position of the uncoupling device 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 control device is assigned to the decoupling device, which controls the electric motor accordingly.
  • the uncoupling device has a blocking position in which it blocks the frog from rotating from the uncoupled position into the coupled position, with a control device being provided with which the uncoupling device can be controlled in order to keep it permanently in the to maintain lockdown.
  • the duration of the period of time can be determined, for example, by active actuation, in particular by means of a switch, in that, for example, holding in the blocking position is ended when the vehicle driver releases it.
  • a predetermined period of time could also be selected, which is then ended automatically.
  • the uncoupling device according to the invention therefore acts through the motor contained in it and is to be distinguished from the previously mentioned locking mechanism, which acts purely mechanically by means of two automatic train couplings moving against one another. Rather, the decoupling device is provided in addition to the mechanical locking.
  • a manual operating device is preferably provided, with which the frog can be brought manually into the uncoupled 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.
  • a rail vehicle according to the invention has a corresponding automatic train coupling of the type shown.
  • the position of the uncoupling device 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 method for uncoupling an automatic train coupling provides that the frog is rotated via the drive connection between the uncoupling device and the frog by driving the motor with the uncoupling device from the coupled position into the uncoupled position.
  • the uncoupling device In a preselectable operating mode, the uncoupling device is held in the blocking position and thus the uncoupling device blocks rotation of the frog from the uncoupled position into the coupled position.
  • the automatic train coupling can preferably be operated in two different operating modes, with a first operating mode being adjustable with the control device, in which the uncoupling device, immediately after rotating the frog with the uncoupling device from the coupled into the uncoupled position, rotates the frog from the uncoupled position into releases the coupled position again, in particular by rotating the bevel gear output from the release position to the neutral position, and a second operating mode can be set with the control device, in which the uncoupling device is held in the blocking position, as explained.
  • a first operating mode being adjustable with the control device, in which the uncoupling device, immediately after rotating the frog with the uncoupling device from the coupled into the uncoupled position, rotates the frog from the uncoupled position into releases the coupled position again, in particular by rotating the bevel gear output from the release position to the neutral position
  • a second operating mode can be set with the control device, in which the uncoupling device is held in the blocking position, as explained.
  • Figure 1a is a sectional view of an automatic according to the invention
  • FIGS. 1b and 1c show the structure of an uncoupling device in a schematic, simplified representation
  • FIG. 2 shows a partially sectioned view of an automatic train coupling according to the invention in a plan view obliquely from above;
  • Figures 3a and 3b show a partially sectioned view of an automatic train coupling according to the invention in a plan view obliquely from above in the uncoupled and the coupled position.
  • FIG. 1a 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 core 6.
  • An associated uncoupling device 11 is also shown schematically.
  • the dome lock 3 is designed as a twist lock, with the frog 6 on to which a coupling eyelet 5 is rotatably connected 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 for rotation.
  • a manual operating device 20 can act on the main bolt 19 in order to manually uncouple the coupling closure 3.
  • an actuator of a valve of a compressed air line in particular a brake air line, which is not shown in detail here, can be controlled via the main bolt 19, so that the valve is opened when the coupling closure 3 is rotated into the coupled position and the valve is opened when the coupling closure 3 is rotated into the uncoupled position 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 crossbar, 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. 1a An uncoupled position of the coupling head 1 or of the coupling closure 3 is shown in FIG. 1a.
  • Such an uncoupled position which is also referred to as a position ready for coupling, can also be the above-mentioned engaged position.
  • the cones 21 enter the funnels 22 and unlock the lock of the coupling lock 3, for example by the cones 21 pressing on the plungers 26 of the lock, thereby releasing a latching connection, for example of the ratchet rods 27, so that the crossing frogs 6 are no longer blocked against twisting into the coupled position and are held in place by the force of, for example, the Turn spring accumulator 4 into the coupled position.
  • the coupling eyes 5 guided in the funnels 22 snap into the frog mouths 9 and the two coupling locks 3 are hooked into one another.
  • the coupling closures 3 are loaded exclusively by tensile forces, whereas the compressive forces are transmitted via the end faces 23 of the end plate 24 .
  • the uncoupling device 11 comprises at least one electric motor 12, a hydraulic pump that can be driven by the electric motor 12, in particular a hydrostatic pump 30, and a cylinder/piston unit 32 that can be connected hydraulically to the pump 30, the piston 36 of which acts indirectly, in particular via a mechanical coupling mechanism 14, on the frog 6 becomes.
  • the hydraulic coupling between the pump 30 and the cylinder/piston unit 32 is denoted by 33 .
  • the loading of the cylinder/piston unit 32 with operating medium takes place via an operating medium source 34 which is connected to the pump 30 via a hydraulic connection.
  • the hydraulic system can be designed as an open or closed system. Closed systems are particularly suitable for decentralized operating medium supply.
  • the electric motor 12 and the pump 30 are preferably combined to form an electro-hydraulic drive unit 31 .
  • both can be accommodated in a common housing or are flanged to one another.
  • both are preferably arranged coaxially to one another.
  • FIG. 1b Such a design of the uncoupling device 11 is shown in FIG. 1b in a highly simplified schematic representation.
  • the operating medium source 34 can also be integrated in the drive assembly 31 or arranged outside of it, as illustrated in Figure 1b by means of a broken line.
  • the integration of the operating medium source 34 in the drive unit offers the advantage of creating a closed system.
  • the piston 36 of the cylinder/piston unit 32 is connected to the frog 6 via the coupling mechanism 14 .
  • the coupling mechanism 14 is designed as a mechanical coupling mechanism. This has an input 15, which can be brought into operative connection with the piston 36, preferably is articulated directly thereto, and an outlet 16, which can be brought into operative connection with the frog 6, preferably directly therewith, in particular articulated.
  • an input 15 which can be brought into operative connection with the piston 36, preferably is articulated directly thereto
  • an outlet 16 which can be brought into operative connection with the frog 6, preferably directly therewith, in particular articulated.
  • the cylinder/piston unit 32 is arranged in the coupling head housing 2 .
  • the cylinder/piston unit 32 is arranged at a distance from the electro-hydraulic drive unit 31, but preferably in close proximity and is hydraulically connected to it via the connection 34.
  • the piston 36 and the coupling mechanism 14 are arranged in relation to the frog 6 in such a way that when the piston 36 moves, a moment can be generated on the frog 6 about the main axis 7 .
  • the piston 36 of Cylinder/piston unit 32 is here spaced apart from the main axis 7 and skewed or at an angle, preferably tangentially arranged thereto. This also applies to the theoretical axis 25, which can be used to describe the travel path of the piston 36.
  • a control device 13 is provided, with which the uncoupling device 11 can be controlled in order to keep it permanently in a blocking position over a period of time.
  • the duration of the period of time can be determined, for example, by active actuation, in particular by means of a switch, in that, for example, holding in the blocking position is ended when the vehicle driver releases it.
  • a predetermined period of time could also be selected, which is then ended automatically.
  • Figures 3a and 3b show a sectioned coupling head 1, the coupling being shown in Figure 3a in the coupled position and in Figure 3b in the uncoupled position.
  • the uncoupling device 11 is connected via the coupling mechanism 14 to the frog 6 for transferring the lifting movement of the piston into a rotary movement of the frog.
  • the input 15 of the coupling mechanism 14 is articulated to the piston 36 of the cylinder/piston unit 32.
  • the output 16 of the coupling mechanism 14 is articulated to the frog 6.
  • the axes of rotation of the articulated connections, ie the input 15 and output 16 are arranged parallel to the main axis 7 .
  • the coupling mechanism comprises a rotatable Lever element 17 mounted about an axis of rotation 40.
  • the axis of rotation 40 is arranged in such a way that the lever element 17 has two arrangement regions 37 and 38 which are arranged at a distance from the axis of rotation 40 and which are also arranged at a distance from one another.
  • the lever element can be described by two legs which are arranged at an angle to one another and have the common axis of rotation 40 .
  • a first end area which corresponds to the arrangement area 37 and forms the inlet 15
  • the articulated connection to the piston 36 takes place.
  • a driver 39 is provided in a second end area, which corresponds to the arrangement area 38.
  • This can be formed integrally on the lever element 17 or is formed by a component connected to it, in particular a bolt or disk element.
  • the driver 39 is for acting on an at least two-part articulated lever 41 which is connected in an articulated manner to the frog 6 and the axis of rotation 40 of the lever element 17 .
  • the at least two-part articulated lever 41 comprises a first lever part 42, which is articulated to the frog 6, and a second lever part 43, which is articulated to the first lever part 42 and articulated to the axis of rotation 40 of the lever element 17 in such a way that when the Lever element 17 of the driver 39 on the second lever part 43 becomes effective. Due to the articulated connection to the first lever part 41, the rotational movement of the lever element 17 is transmitted to the first lever part and the frog 6 when the piston 36 is displaced.
  • the function of the uncoupling device 11 can be explained with reference to these figures 3a for the coupled position and 3b for the uncoupled position.
  • the drive unit 32 is actuated accordingly and the cylinder/piston unit 32 is in the basic position with the piston 36 retracted (retracted). 11 perform abruptly on the frog movement.
  • the lever parts 42 and 43 can move freely since the electro-hydraulic unit 31 and thus also the piston 36 of the cylinder/piston unit 32 are in the basic position, ie the piston is retracted.
  • the change to the uncoupled or coupling-ready state according to FIG. 3b takes place by triggering an uncoupling signal, with the electric motor 12 being controlled accordingly, for example via the control device 13.
  • pressure is applied to the cylinder 36 of the cylinder/piston unit 32 via the electro-hydraulic drive unit 31 and the piston 36 moves out.
  • the piston 36 thereby rotates the lever element 17 about the axis of rotation 40.
  • the driver 39 which is part of the lever element 17, moves the frog 6 via the two lever parts 42 and 43 into the uncoupled position. The movement ends in the so-called over-torn position of the frog 6 designed as a coupling lock.
  • the drive unit 31 then switches over again and moves the piston 36 with the lever element 17 and driver 39 back into the basic position, ie retracted position.
  • the frog (bolt) 6 now moves slightly back into the latching position (pretensioned/ready-to-couple position of the bolt), with the piston 36 already being retracted back into the basic position and thus having no effect on the frog 6.
  • the lever element 17 can easily be turned back without the frog 6 being moved into its coupled position at the same time.
  • the lever parts 42 and 43 are dragged into the ready-to-couple position without any further influence.
  • the frog thus remains in the uncoupled position until the coupling lock 3 is brought into the coupled position by moving against an opposite train coupling or an opposite same coupling lock.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transmission Devices (AREA)

Abstract

L'invention concerne un accouplement de traction automatique, plus particulièrement pour un wagon de marchandises d'un véhicule ferroviaire, ayant une tête d'accouplement, qui comprend un boîtier de tête d'accouplement et un élément de fixation d'accouplement ayant un verrou, l'élément de fixation d'accouplement étant conçu sous la forme d'un élément de fixation rotatif doté d'une liaison d'accouplement et d'une partie centrale, la partie centrale pouvant tourner autour d'un axe principal entre une position accouplée et une position désaccouplée, la liaison d'accouplement étant reliée à une première extrémité de manière à pouvoir tourner autour d'une liaison d'accouplement et comprenant une seconde extrémité libre, la partie centrale ayant une ouverture qui est agencée pour recevoir une seconde extrémité d'une liaison d'accouplement d'une tête d'accouplement diamétralement opposée ; ayant dispositif de désaccouplement à commande électrique; hydraulique ou pneumatique, qui comprend un moteur électrique, un moteur hydraulique ou un moteur pneumatique, qui est relié par l'intermédiaire d'une liaison d'entraînement au moins indirectement à la partie centrale, pour faire tourner la partie centrale de la position accouplée à la position désaccouplée. L'accouplement de traction automatique selon l'invention est caractérisé en ce que le dispositif de désaccouplement présente une position de verrouillage dans laquelle le dispositif bloque une rotation de la partie centrale de la position désaccouplée à la position accouplée par l'intermédiaire de la liaison d'entraînement, un dispositif de commande étant prévu avec lequel le dispositif de désaccouplement peut être activé pour retenir ledit dispositif de manière permanente dans la position bloquée sur une période.
EP22726024.7A 2021-04-30 2022-04-27 Accouplement de traction automatique et procédé de désaccouplement d'un accouplement de traction automatique Pending EP4330109A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102021111206.0A DE102021111206A1 (de) 2021-04-30 2021-04-30 Automatische Zugkupplung und Verfahren zum Entkuppeln einer automatischen Zugkupplung
PCT/EP2022/061177 WO2022229250A1 (fr) 2021-04-30 2022-04-27 Accouplement de traction automatique et procédé de désaccouplement d'un accouplement de traction automatique

Publications (1)

Publication Number Publication Date
EP4330109A1 true EP4330109A1 (fr) 2024-03-06

Family

ID=81850652

Family Applications (1)

Application Number Title Priority Date Filing Date
EP22726024.7A Pending EP4330109A1 (fr) 2021-04-30 2022-04-27 Accouplement de traction automatique et procédé de désaccouplement d'un accouplement de traction automatique

Country Status (4)

Country Link
EP (1) EP4330109A1 (fr)
CN (1) CN117241983A (fr)
DE (1) DE102021111206A1 (fr)
WO (1) WO2022229250A1 (fr)

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102022104693A1 (de) * 2022-02-28 2023-08-31 Voith Patent Gmbh Automatische zugkupplung sowie verfahren zum betreiben einer automatischen zugkupplung

Family Cites Families (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2290476A (en) * 1941-08-16 1942-07-21 Ohio Brass Co Car coupling system
DE1200337B (de) * 1963-05-29 1965-09-09 Bergische Stahlindustrie Automatische Mittelkupplung zum Verbinden zweier Fahrzeuge, insbesondere Schienenfahrzeuge
DE2923195A1 (de) 1979-06-08 1980-12-18 Scharfenbergkupplung Gmbh Entkuppeleinrichtung fuer mittelpufferkupplungen an schienenfahrzeugen
DE4222569C2 (de) * 1992-07-09 2001-10-04 Alstom Lhb Gmbh Mittelpufferkupplung der Bauart Scharfenberg für Schienenfahrzeuge mit indirekt wirkender Druckluftbremse
US5503280A (en) * 1994-04-26 1996-04-02 Westinghouse Air Brake Company Timed thrust uncoupling mechanism for passenger transit type railway cars
CN106274958B (zh) 2016-08-31 2018-02-02 中车青岛四方车辆研究所有限公司 车钩自动解钩机构

Also Published As

Publication number Publication date
DE102021111206A1 (de) 2022-11-03
CN117241983A (zh) 2023-12-15
WO2022229250A1 (fr) 2022-11-03

Similar Documents

Publication Publication Date Title
DE102016011162B4 (de) Verriegelungsvorrichtung für eine Fahrzeugtür und Verfahren
DE19619849C2 (de) Schloß, insbesondere für Kraftfahrzeugtüren
DE102004045663B4 (de) Verschiebevorrichtung für eine Sattelkupplung
EP4263318A1 (fr) Attelage ferroviaire automatique et procédé de désaccouplement d'un attelage ferroviaire automatique
EP1759131A1 (fr) Dispositif actionneur permettant de commander un mecanisme de verrouillage
EP1516847A2 (fr) Dispositif pour accoupler porte cabine et porte palière et dispositif pour déverrouiller la porte cabine en cas de secours
EP3689705B1 (fr) Attelage automatique de trains
EP4263319A2 (fr) Attelage de traction automatique
EP4330109A1 (fr) Accouplement de traction automatique et procédé de désaccouplement d'un accouplement de traction automatique
EP4330110A1 (fr) Attelage automatique simple traction et procédé de désattelage d'un attelage automatique simple traction
EP0342502A1 (fr) Attelage automatique pour véhicules ferroviaires
EP0300256B1 (fr) Dispositif pour commander à distance un attelage de remorque automatique
WO2023161459A1 (fr) Accouplement de train automatique et procédé de fonctionnement d'un accouplement de train automatique
EP2965960B1 (fr) Frein de stationnement
DE10222136A1 (de) Kraftfahrzeug-Türverschluss
DE19630897C2 (de) Anhängerkupplung
EP0942123A1 (fr) Dispositif pour verrouiller un couvercles notamment pour la capote d'un véhicule
DE2632890C2 (de) Ortsfeste Kupplungsvorrichtung einer Unterflurschleppkettenföderanlage
DE102022104692A1 (de) Automatische zugkupplung, spurgeführtes fahrzeug mit einer solchen automatischen zugkupplung sowie verfahren zum entkuppeln von zwei miteinander gekuppelten automatischen zugkupplungen
WO2006125716A1 (fr) Systeme d'entrainement destine a un aiguillage
EP1479864A1 (fr) Dispositif de déverrouillage de secours pour portes pivotantes coulissantes pour véhicules, en particulier pour le transport de personnes
WO2024017640A1 (fr) Couplage de train automatique, véhicule ferroviaire doté d'un couplage de train automatique, et procédé de couplage et de découplage d'un couplage de train automatique
DE4222569A1 (de) Mittelpufferkupplung der Bauart Scharfenberg für Schienenfahrzeuge mit indirekt wirkender Druckluftbremse
WO2023169620A1 (fr) Dispositif de positionnement pour une portière de véhicule automobile
WO2024061686A1 (fr) Accouplement de train automatique

Legal Events

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

Free format text: STATUS: UNKNOWN

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

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

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

Free format text: ORIGINAL CODE: 0009012

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

Free format text: STATUS: REQUEST FOR EXAMINATION WAS MADE

17P Request for examination filed

Effective date: 20231130

AK Designated contracting states

Kind code of ref document: A1

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