EP4330109B1 - 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

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Publication number
EP4330109B1
EP4330109B1 EP22726024.7A EP22726024A EP4330109B1 EP 4330109 B1 EP4330109 B1 EP 4330109B1 EP 22726024 A EP22726024 A EP 22726024A EP 4330109 B1 EP4330109 B1 EP 4330109B1
Authority
EP
European Patent Office
Prior art keywords
coupling
core
automatic train
lever
piston
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Active
Application number
EP22726024.7A
Other languages
German (de)
English (en)
Other versions
EP4330109A1 (fr
Inventor
Andreas Schwinning
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
Application granted granted Critical
Publication of EP4330109B1 publication Critical patent/EP4330109B1/fr
Active legal-status Critical Current
Anticipated expiration legal-status Critical

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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 coupling, in particular for a freight wagon of a railway vehicle, according to the preamble of claim 1 and a method for uncoupling such an automatic train coupling according to the preamble of claim 15.
  • automatic train couplings of this type comprising a coupling head with a coupling housing and a coupling lock with a locking mechanism.
  • the coupling lock is designed as a rotary lock with a coupling eye and a frog, the frog being rotatable about a main axis between a coupled position and an uncoupled position, and the coupling eye being rotatably connected to the frog at one end about a coupling eye axis and having a second free end.
  • the frog has a jaw for receiving a corresponding second end of a coupling eye of a mirror-image coupling head.
  • a spring accumulator is associated with the core.
  • the core 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 coupling-ready position, since in this position the couplings of the two cars can be moved towards each other and coupled. If necessary, the coupling lock, or its frog, can also be rotated into a position that is further extended than the coupling-ready position, i.e., opened more than necessary. In this extended position, the spring tension is at its maximum.
  • This extended position is also considered a coupling-ready 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 mechanism which holds the coupling in the appropriate position or releases it for transition to another position by rotating the frog, comprises, for example, a plunger that is movable against a spring force in the coupling direction of the train coupling and a latching rod that is movable transversely or obliquely to the coupling direction.
  • the latching rod is pivotally connected to the frog and, when the frog is rotated from the coupled to the uncoupled position, can be moved by the frog into a detent position. In this position, the latching rod blocks any further rotation of the frog, i.e., from the uncoupled to the coupled position.
  • the plunger in turn, is movable between a first and a second position.
  • the plunger In the first position, in which the plunger is moved against the spring force, it locks the latching rod in the detent position. In the second position, in which the plunger is moved from the first position by the spring force, the plunger releases the latching rod from the detent position.
  • the function of the generic automatic coupling is as follows: Two opposing coupling heads on two vehicles to be coupled are locked together by inserting the second end of each coupling eye into the jaw of the frog of the other coupling head and holding it in place by rotating the frog. This mechanically couples the two vehicles.
  • the two coupling mechanisms are subjected exclusively to tensile forces, which are distributed evenly between both coupling eyes within the parallelogram formed by the coupling eyes and the frogs.
  • Compressive forces are transmitted by a special profile on the front of the coupling head housing.
  • This profile typically comprises a cone and a funnel, which are enclosed by a wide, preferably flat, end face, as is advantageously also the case in the present invention.
  • the profile can be formed by a separate end plate attached to the front of the coupling head housing.
  • the profile, together with the cone and funnel can form sliding and centering surfaces and, in particular, define the gripping area in terms of lateral, vertical, and angular offset.
  • an uncoupling device rotates both coupling locks, i.e., the two frogs, against the force of the spring accumulators until the coupling lugs slide out of the frogs' mouths.
  • the rotating frogs are designed to move the latch rods sufficiently to prevent the frogs from rotating back beyond the ready-to-couple position when the vehicles are separated, as the latch rods are then moved into their detent positions.
  • Uncoupling devices are known in various designs. For example, manually operated, mechanical uncoupling devices have levers, cables, and/or chain pulls that act on different types of latches and release the latch position when actuated.
  • Automated uncoupling devices include a pneumatic cylinder or an electric motor, in particular a linear actuator, as their drive mechanism.
  • the train coupling is uncoupled. For example, it reveals DE 29 23 195 C2 a remotely operated uncoupling device for a central buffer coupling of a rail vehicle, in which an electric motor actuates a lever fixed to the main bolt via a cam disc in order to rotate the frog from the coupled position to the uncoupled position.
  • EP 3 470 295 A1 reveals an electric linear actuator that acts on the main bolt via a lever.
  • US5,503,280 discloses an electromechanical uncoupling device which acts on the dome closure from the outside.
  • DE 4222569 C2 reveals a pneumatic uncoupling device.
  • US2,290,476 reveals an electro-hydraulic uncoupling device which is mounted on the vehicle.
  • a non-standard automatic intermediate coupling is known in which a bolt of one coupling half, which is transversely displaceable to the longitudinal axis of the coupling, interacts with a corresponding bolt of the other coupling half, wherein the bolt is designed as a movable part of a pneumatically or hydraulically actuated cylinder.
  • the known automated uncoupling devices require a relatively large installation space and are located externally on the automatic train coupler, outside the coupler head housing. To protect the uncoupling devices from environmental influences, enclosures can be provided to shield them from the surroundings.
  • a disadvantage of the known designs is the design complexity associated with these enclosures and the comparatively large installation space they require.
  • Another disadvantage of conventional automatic couplers is that, after uncoupling with the uncoupling device, the frog can unintentionally rotate into its coupled position if the corresponding rail vehicle equipped with the automatic coupler is being moved during shunting operations. For example, when pushing a rail vehicle over a hump yard, there is a risk that the automatically coupled coupler, which has just been uncoupled, will re-couple before the rail vehicle reaches the wagon on the designated track. Unintentional coupling requires the coupler to be uncoupled again, which is time-consuming and disrupts shunting operations.
  • the present invention is based on the objective of improving an automatic train coupling, in particular for a freight wagon of a rail vehicle, for example of 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 coupler must be specified, which avoids the aforementioned disadvantages.
  • the automatic train coupling according to the invention which is particularly designed as an automatic train coupling for a freight wagon of a railway vehicle, has a coupling head comprising a coupling head housing and a coupling lock with a locking mechanism.
  • Locking means that the coupling lock can be locked in at least one position to prevent rotation, as will be explained below.
  • the coupling mechanism is designed as a rotary coupling with a coupling eye and a frog, the frog being rotatable about a main axis between a coupled position and an uncoupled position.
  • the coupling eye is rotatably connected to the frog at one end about a coupling eye axis and has a second free end.
  • the core piece has a jaw that is arranged to receive a second end of a coupling eye of a corresponding coupling head.
  • a decoupling device is provided for at least indirect action on the frog in order to rotate the frog from the coupled position to the uncoupled position, the decoupling device being coupled to the frog via a drive connection.
  • a locking mechanism allows the core to be held securely against rotation, particularly in the uncoupled position, the so-called coupling-ready position.
  • 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 within 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 enclosed by the coupling head housing together with a corresponding area of the coupling rod.
  • the design according to the invention eliminates the need for additional housings for the uncoupling device and simultaneously ensures good protection of the uncoupling device from environmental influences. No installation space needs to be provided for the uncoupling device outside the coupling head housing and, if applicable, the corresponding part of the coupling rod.
  • the electro-hydraulic uncoupling device comprises at least one electric motor, a hydraulic pump driven by the electric motor, in particular a hydrostatic pump, and at least one cylinder/piston unit actuated by the pump, wherein the piston of the cylinder/piston unit is arranged and designed such that it acts on the frog via the drive connection, in particular a mechanical coupling mechanism provided therein, in order to rotate the frog from the coupled position to the uncoupled position.
  • the cylinder/piston unit is positioned relative to the frog and connected to the frog via the drive connection in such a way that the travel of the piston is transmitted as a rotary motion at the frog.
  • the electric motor and the hydraulic pump are combined into an electro-hydraulic drive unit, which is hydraulically coupled to the cylinder/piston unit.
  • This offers the advantage of not needing a separate [component] for each component.
  • the electro-hydraulic drive unit can be manufactured, stored, supplied, and installed as a compact and pre-assembled unit, eliminating the need to provide suspension and storage. Hydraulic coupling is achieved via one or more pipe 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 operating medium source, and can utilize either a central or decentralized operating medium source.
  • a central operating medium source is, for example, a source of operating medium shared by several such couplings, which can be connected to the individual uncoupling devices.
  • a decentralized operating medium source can be understood as a source of operating medium that is separately assigned to each individual coupling. This could be, for example, a closed tank, a cartridge, etc.
  • the operating medium source is located outside the electro-hydraulic unit.
  • the electro-hydraulic drive unit includes an internal operating medium source.
  • the electro-hydraulic drive unit in this case has at least connections for hydraulic coupling with the cylinder/piston unit.
  • a closed hydraulic system is formed in this case, in which only leakage losses need to be compensated.
  • the electro-hydraulic drive unit was chosen for its proximity to the cylinder/piston unit to keep the necessary pipe connections as short as possible.
  • the electro-hydraulic drive unit can be at least partially arranged within the coupling rod, while in a second embodiment, it is integrated directly into the coupling head.
  • the former option offers the advantage of a relatively compact coupling head and utilizes the existing space within the coupling rod for the assembly, with both force-fit and form-fit fastening options for the individual components or the compact electro-hydraulic drive unit within the coupling rod being conceivable.
  • the integration in the coupling head according to a second design offers the advantage that it can be carried out independently of the design of the coupling rod to be connected to it, which means that no special adjustments regarding possible fastening options are required for the latter.
  • the uncoupling device can be designed to be particularly compact if the motor has an output axis of rotation that is arranged at least substantially radially to the main axis.
  • the output axis of rotation thus advantageously points in the direction of the main axis or intersects the main axis or at least a main bolt that is rotatable about the main axis and is fixedly connected to the core.
  • the uncoupling device requires a significantly narrower installation space. This space extends longitudinally in the direction of the coupling rod's longitudinal axis or the coupling head housing's longitudinal axis, and can therefore be easily accommodated within the coupling head housing and, if necessary, the adjacent area of the coupling rod.
  • a mechanical component is incorporated in the drive connection between the motor, especially an electric motor, and the core.
  • a coupling mechanism is provided for transferring the stroke movement of the cylinder into a rotary movement of the frog. Its input is articulated to the piston of the cylinder/piston unit, and its output is articulated to the frog, with the axes of rotation of the articulated connections being parallel to the main axis. This allows for a compact installation space and provides the necessary freedom of movement when rotating the frog without the risk of unwanted blockage or restriction by the coupling mechanism.
  • the driver can be integrally formed on the lever element or it can be formed by a separate element, for example a bolt, which is attached to the lever element.
  • the lever element can be formed by a rotatably mounted plate- or disc-shaped element, or by an angled or spoked element, with the piston linkage and the driver being located on different legs.
  • the linkage for the articulated connection to the piston of the cylinder/piston unit and the driver are positioned at a distance from the axis of rotation, and the articulated connection and the driver are also spaced apart from each other.
  • the lever assembly consists of two parts. This comprises a first lever part, which is pivotally connected to the central component, and a second lever part, which is pivotally connected to both the first lever part and the pivot axis of the lever element.
  • the articulated connections are arranged such that when the lever element rotates, the driver on the second lever part becomes engaged.
  • the driver on the lever element is positioned such that, due to the torque generated by the piston's stroke, the driver moves towards the second lever part until it makes contact and is guided further.
  • a piston stroke causes the driver to rotate in the direction of engaging the lever part of the lever assembly.
  • This design is characterized by a small number of functional components and a particularly simple, compact structure.
  • the uncoupling device can be actuated independently of the position of the frog.
  • the position of the uncoupling device can preferably be detected by a sensor in order to monitor specific positions of the uncoupling device and/or to control them more precisely.
  • a control device is assigned to the uncoupling device, which controls the electric motor accordingly.
  • the uncoupling device has a locking position in which it prevents the frog from rotating from the uncoupled to the coupled position.
  • a control device is provided with which the uncoupling device can be actuated to hold it in the locking position for a specified period. The duration of this period can be determined, for example, by active actuation, particularly by means of a switch, such that the locking position is terminated when the driver releases the device. Alternatively, a predetermined time period could be selected, which would then end automatically.
  • the uncoupling device according to the invention therefore operates by means of the motor contained therein and is to be distinguished from the aforementioned locking mechanism, which operates purely mechanically by the mutual engagement of two automatic couplings. Rather, the uncoupling device is provided in addition to the mechanical locking mechanism.
  • a manual operating device is provided with which the frog can be manually moved into the uncoupled position.
  • the automatic train coupler can be uncoupled.
  • the automatic train coupling can be equipped with a locking mechanism, which in particular includes the illustrated latch rod and the plunger and works as described at the beginning.
  • 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 joint lever can preferably be detected with a sensor in order to monitor certain positions of the uncoupling device and/or to be able to control them more precisely.
  • An inventive method for uncoupling an automatic train coupler provides that the frog is rotated from the coupled position to the uncoupled position via the drive connection between the electro-hydraulic uncoupling device and the frog by driving the motor with the uncoupling device.
  • the uncoupling device In a preselectable operating mode, the uncoupling device is held in the locked position, thus preventing the frog from rotating from the uncoupled position to the coupled position.
  • the automatic train coupling is operated in two different operating modes, wherein a first operating mode can be set with the control device, in which the uncoupling device immediately after the frog is rotated with the uncoupling device from the coupled to the uncoupled position, releases the frog from the uncoupled position to the coupled position again, in particular by rotating the angle gear output from the release position to the zero position, and a second operating mode can be set with the control device, in which the uncoupling device is held in the locking position, as explained.
  • a first operating mode can be set with the control device, in which the uncoupling device immediately after the frog is rotated with the uncoupling device from the coupled to the uncoupled position, releases the frog from the uncoupled position to the coupled position again, in particular by rotating the angle gear output from the release position to the zero position
  • a second operating mode can be set with the control device, in which the uncoupling device is held in the locking position, as explained.
  • FIG. 1 schematically shows an embodiment of an automatic train coupling according to the invention in a disengaged position of the coupling lock 3 or its frog 6.
  • a related disengaging device 11 is also schematically depicted.
  • the automatic train coupling has a coupling head 1 comprising a coupling head housing 2 and the coupling lock 3.
  • the coupling lock 3 is designed as a rotary lock, with the frog 6 attached to a coupling eye 5 is rotatably connected about a coupling eye axis 8.
  • the frog 6, in turn, is rotatable about the main axis 7.
  • the frog 6 is mounted on a main bolt 19 and connected to it in a rotationally fixed manner.
  • a hand-operated device 20 can be used to manually uncouple the coupling lock 3. Furthermore, an actuator of a valve (not shown in detail) in a compressed air line, in particular a brake air line, can be actuated via the main bolt 19, so that when the coupling lock 3 is turned into the coupled position, the valve is opened, and when the coupling lock 3 is turned into the uncoupled position, the valve is closed.
  • a valve (not shown in detail) in a compressed air line, in particular a brake air line
  • the coupling eye 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 into a jaw 9 of the frog 6 of a corresponding coupling head 1 in order to mechanically lock the two coupling heads 1 together. Accordingly, the coupling eye 5 has a transverse bar at its second end 5.2, which is not shown in detail here.
  • each coupling head 1 can be rotated from the uncoupled position to the coupled position against the force of a spring accumulator 4, which is formed, for example, by one or more tension springs.
  • FIG. 1a The figure shows a disengaged position of the coupling head 1 or the coupling lock 3.
  • a disengaged position also referred to as the coupling-ready position
  • the coupling-ready position can also be the aforementioned over-engaged position.
  • the dome closures 3 are subjected exclusively to tensile forces, whereas the compressive forces are transmitted via the end faces 23 of the end plate 24.
  • the decoupling device 11 comprises at least one electric motor 12, a hydraulic pump 30, in particular a hydrostatic pump, which can be driven by the electric motor 12, and a cylinder/piston unit 32 that can be hydraulically connected to the pump 30, the piston 36 of which acts indirectly, in particular via a mechanical coupling mechanism 14, on the core 6.
  • the hydraulic coupling between the pump 30 and the cylinder/piston unit 32 is designated by 33.
  • the cylinder/piston unit 32 is supplied with operating medium 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 housed in a common casing or flanged together.
  • both are preferably arranged coaxially with each other.
  • Such a design of the decoupling device 11 is described in Figure 1b shown in a highly simplified, schematic representation.
  • the operating medium source 34 can also be integrated into the drive unit 31. or arranged outside of that, as in Figure 1b This is illustrated by a dashed line. Integrating the operating medium source 34 into the drive unit offers the advantage of creating a closed system.
  • the piston 36 of the cylinder/piston unit 32 is connected to the core 6 via the coupling mechanism 14.
  • the coupling mechanism 14 is designed as a mechanical coupling mechanism. This mechanism has an inlet 15, which can be brought into operative contact with the piston 36, preferably directly and pivotally connected to it, and an outlet 16, which can be brought into operative contact with the core 6, preferably directly and pivotally connected to it.
  • inlet 15 which can be brought into operative contact with the piston 36, preferably directly and pivotally connected to it
  • outlet 16 which can be brought into operative contact with the core 6, preferably directly and pivotally connected to it.
  • the cylinder/piston unit 32 is arranged in the clutch 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 to it and hydraulically connected to it via the connection 34.
  • the piston 36 and the coupling mechanism 14 are arranged relative to the frog 6 such that a moment can be generated at the frog 6 about the main axis 7 when the piston 36 moves.
  • the piston 36 of The cylinder/piston unit 32 is spaced apart from the main axis 7 and arranged skew or at an angle, preferably tangentially to it. This also applies to the theoretical axis 25, which describes the travel path of the piston 36.
  • a control device 13 is provided with which the uncoupling device 11 can be controlled to hold it in a locked position for a specified period of time.
  • the duration of this period can be determined, for example, by active actuation, particularly by means of a switch, such that the holding in the locked position ends when the driver releases it.
  • a predetermined time period could be selected, which would then end automatically.
  • FIGS. 3a and 3b show a cutaway coupling head 1, with the coupling in Figure 3a in the coupled position and in Figure 3b is shown in the uncoupled position.
  • the uncoupling device 11 is connected to the frog 6 via the coupling mechanism 14 to transmit the stroke movement of the piston into a rotary movement of the frog.
  • the inlet 15 of the coupling mechanism 14 is pivotally connected to the piston 36 of the cylinder/piston unit 32.
  • the outlet 16 of the coupling mechanism 14 is pivotally connected to the center piece 6.
  • the axes of rotation of the pivoted connections, i.e., of inlet 15 and outlet 16, are arranged parallel to the main axis 7.
  • the coupling mechanism comprises a rotatable A lever element 17 is mounted about a pivot axis 40.
  • the pivot axis 40 is arranged such that the lever element 17 has two mounting areas 37 and 38 located at a distance from the pivot axis 40, which are further spaced apart from each other.
  • the lever element can be described by two legs arranged at an angle to each other, which have the common pivot axis 40.
  • a first end area which corresponds to mounting area 37 and forms the inlet 15
  • the lever element 17 is articulated to the piston 36.
  • a driver 39 is provided in a second end area, which corresponds to mounting area 38.
  • This driver can be integrally formed on the lever element 17 or is formed by a component connected to it, in particular a bolt or disc element.
  • the driver 39 is designed to act on a joint lever 41, which has at least two parts and is articulated to the center section 6 and the pivot axis 40 of the lever element 17.
  • the articulated lever 41 which is at least two-part, comprises a first lever part 42, which is articulatedly connected to the frog 6, and a second lever part 43, which is articulatedly connected to the first lever part 42 and to the pivot axis 40 of the lever element 17, such that when the lever element 17 is rotated, 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 moved.
  • FIG. 3a The coupled position and the uncoupled position are explained in section 3b.
  • the drive unit 32 is controlled accordingly, and the cylinder/piston unit 32 is in its home position with the piston 36 retracted.
  • the frog 6 can perform the switch from "ready to couple” to "coupled” instantly and without force, without any influence from the uncoupling device 11 on the frog movement.
  • the lever parts 42 and 43 are freely movable, since the electro-hydraulic unit 31, and thus also the piston 36 of the cylinder/piston unit 32, are in their home position, i.e., the piston is retracted.
  • the drive unit 31 switches back and moves the piston 36, along with the lever element 17 and driver 39, back to its initial position, i.e., the retracted position.
  • the frog (lock) 6 now moves back slightly to the detent position (pre-tensioned/coupling-ready position of the lock), whereby the piston 36 has already retracted to its home position and thus has no influence on the frog 6. Since the driver 39 acts on one side only, the lever element 17 can easily be rotated back without simultaneously moving the frog 6 into its coupled position. The lever parts 42 and 43 are thereby dragged into the coupling-ready position without any further influence. Thus, the frog remains in the uncoupled position until the coupling lock 3 is moved into the coupled position by engaging a matching coupling or coupling lock.
  • the position of one of the elements of the uncoupling device 11 and the drive connection can be detected by a sensor 18.

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

Claims (15)

  1. Attelage de traction automatique, en particulier pour un wagon de marchandises d'un véhicule ferroviaire, comprenant une tête d'attelage (1), qui comporte un boîtier de tête d'attelage (2) et une fermeture d'accouplement (3) avec un élément de blocage,
    la fermeture d'accouplement (3) étant réalisée sous forme de fermeture rotative avec un œillet d'accouplement (5) et une pièce centrale (6), la pièce centrale (6) pouvant effectuer une rotation autour d'un axe principal (7) entre une position accouplée et une position désaccouplée, l'œillet d'accouplement (5) étant raccordé à la pièce centrale (6) par une première extrémité (5.1) de manière à pouvoir tourner autour d'un axe d'œillet d'accouplement (8) et possédant une deuxième extrémité libre (5.2) ; et
    la pièce centrale (6) possédant une bouche (9) qui est disposée pour recevoir une deuxième extrémité (5.2) d'un œillet d'attelage (5) d'une tête d'attelage (1) complémentaire ;
    comprenant un dispositif de désaccouplement (11) qui est raccordé à la pièce centrale (6) par une liaison d'entraînement pour faire tourner la pièce centrale (6) de la position accouplée à la position désaccouplée ;
    caractérisé en ce que
    le dispositif de désaccouplement (11) est réalisé comme un dispositif de désaccouplement électrohydraulique (31) et il est disposé soit totalement à l'intérieur du boîtier de tête d'attelage (2), soit totalement à l'intérieur du boîtier de tête d'attelage (2) et d'une barre d'attelage (10) se raccordant au boîtier de tête d'attelage (2).
  2. Attelage de traction automatique selon la revendication 1, caractérisé en ce que le dispositif de désaccouplement électrohydraulique (31) comporte un moteur électrique (12), une pompe hydraulique (30), en particulier hydrostatique, pouvant être entraînée par le moteur électrique (12) et au moins une unité cylindre/piston (32) pouvant être actionnée par la pompe (30), le piston (36) de l'unité cylindre/piston (32) étant disposé et configuré de manière à agir directement sur la pièce centrale afin de faire tourner la pièce centrale (6) de la position accouplée à la position désaccouplée.
  3. Attelage de traction automatique selon la revendication 2, caractérisé en ce que le moteur électrique (12) et la pompe (30) sont regroupés en un groupe d'entraînement électrohydraulique (31) qui est couplé hydrauliquement à l'unité cylindre/piston (32).
  4. Attelage de traction automatique selon la revendication 3, caractérisé en ce que le groupe d'entraînement électrohydraulique (31) peut être accouplé à une source de fluide de service (34) disposée à l'extérieur ou le groupe d'entraînement électrohydraulique (31) comporte une source de fluide de service (34) interne.
  5. Attelage de traction automatique selon l'une des revendications 3 à 4, caractérisé en ce que le groupe d'entraînement électrohydraulique (31) est disposé au moins en partie dans la barre d'attelage (10).
  6. Attelage de traction automatique selon l'une des revendications 2 à 5, caractérisé en ce qu'au moins le moteur électrique (12), la pompe (30) et, dans un perfectionnement, également le cylindre (36) de l'unité cylindre/piston (32) sont disposés dans un boîtier commun.
  7. Attelage de traction automatique selon l'une des revendications 2 à 6, caractérisé en ce que le moteur électrique (12) possède un axe de rotation de sortie (12.1) qui est disposé au moins sensiblement radialement par rapport à l'axe principal (7).
  8. Attelage de traction automatique selon l'une des revendications 1 à 7, caractérisé en ce qu'est prévu dans la liaison d'entraînement entre le moteur, en particulier le moteur électrique (12), et la pièce centrale (6), un mécanisme d'accouplement (14), en particulier un mécanisme d'accouplement mécanique, destiné à transmettre le mouvement de course du piston (36) en un mouvement de rotation de la pièce centrale (6), dont l'entrée (15) est reliée de manière articulée au piston (36) de l'unité cylindre/piston (32) et dont la sortie (16) est couplée de manière articulée à la pièce centrale (6), les axes de rotation des raccords articulés étant parallèles à l'axe principal (7).
  9. Attelage de traction automatique selon la revendication 8, caractérisé en ce que le mécanisme d'accouplement comprend :
    un élément de levier monté de manière à pouvoir tourner autour d'un axe de rotation, lequel est relié de manière articulée au piston en réalisant l'entrée du mécanisme d'accouplement dans une première zone d'extrémité à l'extérieur de l'axe de rotation,
    un organe d'entraînement disposé ou réalisé sur l'élément de levier à l'extérieur de l'axe de rotation, destiné à agir sur un levier articulé au moins en deux parties, lequel est raccordé de manière articulée à la pièce centrale et à l'axe de rotation du levier articulé.
  10. Attelage de traction automatique selon la revendication 9, caractérisé en ce que le levier articulé réalisé au moins en deux parties comporte une première partie de levier (16.1), qui est raccordée de manière articulée à la pièce centrale (6), et une deuxième partie de levier (16.2), qui est raccordée de manière articulée à la première partie de levier (16.1) et de manière articulée à l'axe de rotation de l'élément de levier, de telle manière que, lors de la rotation de l'élément de levier, l'organe d'entraînement (34) est efficace sur la deuxième partie de levier.
  11. Attelage de traction automatique selon l'une des revendications 1 à 10, caractérisé en ce qu'est prévu au moins un capteur (18) qui détecte une position du dispositif de désaccouplement (11), en particulier de la sortie (15.1) d'engrenage angulaire et/ou du levier articulé (16).
  12. Attelage de traction automatique selon l'une des revendications 1 à 11, caractérisé en ce que le dispositif de désaccouplement (11) présente une position de verrouillage dans laquelle il bloque une rotation de la pièce centrale (6) de la position désaccouplée à la position accouplée par l'intermédiaire de la liaison d'entraînement, un dispositif de commande (28) étant prévu, au moyen duquel le dispositif de désaccouplement (11) peut être commandé, afin de maintenir celui-ci en permanence en position de verrouillage pendant une période donnée.
  13. Attelage de traction automatique selon l'une des revendications 1 à 12, caractérisé en ce qu'est prévu un dispositif d'actionnement manuel (20) qui permet d'amener manuellement la pièce centrale (6) dans la position désaccouplée.
  14. Véhicule ferroviaire comprenant un attelage de traction automatique selon l'une des revendications 1 à 13.
  15. Procédé de désaccouplement d'un attelage de traction automatique selon l'une des revendications 1 à 13, comprenant un dispositif de désaccouplement (11) électrohydraulique prévu en supplément pour le blocage mécanique, la pièce centrale (6) étant tournée de la position accouplée à la position désaccouplée par l'intermédiaire de la liaison d'entraînement par entraînement du moteur, en particulier du moteur électrique (12), avec le dispositif de désaccouplement (11) électrohydraulique,
    caractérisé en ce que
    dans un mode de fonctionnement présélectionnable, le dispositif de désaccouplement (11) est maintenu dans une position de verrouillage, et une rotation de la pièce centrale (6) de la position désaccouplée à la position accouplée est bloquée par le dispositif de désaccouplement (11), un premier mode de fonctionnement pouvant être réglé au moyen du dispositif de commande (28), dans lequel le dispositif de désaccouplement (11) libère à nouveau une rotation de la pièce centrale (6) depuis la position désaccouplée à la position accouplée au moyen du dispositif de désaccouplement (11), immédiatement après la rotation de la pièce centrale (6), en particulier par rotation de la sortie (15.1) d'engrenage angulaire depuis la position de libération à la position zéro, et un deuxième mode de fonctionnement pouvant être réglé au moyen du dispositif de commande (28), dans lequel le dispositif de désaccouplement (11) est maintenu dans la position de verrouillage.
EP22726024.7A 2021-04-30 2022-04-27 Accouplement de traction automatique et procédé de désaccouplement d'un accouplement de traction automatique Active EP4330109B1 (fr)

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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

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DE102023102659A1 (de) 2023-02-03 2024-08-08 Knorr-Bremse Systeme für Schienenfahrzeuge GmbH Digitale Automatische Kupplung (DAK) mit elektromechanischem Aktuator für ein Schienenfahrzeug und Schienenfahrzeug mit einer solchen Kupplung
DE102023115258A1 (de) 2023-06-12 2024-12-12 Knorr-Bremse Systeme für Schienenfahrzeuge GmbH Mittelpufferkupplung für ein Schienenfahrzeug und Schienenfahrzeug mit einer solchen Mittelpufferkupplung
DE102023117027A1 (de) 2023-06-28 2025-01-02 Knorr-Bremse Systeme für Schienenfahrzeuge GmbH Verfahren zum Erfassen eines vollständigen Entkupplungsvorgangs einer Mittelpufferkupplung eines Schienenfahrzeugs, Mittelpufferkupplung für ein Schienenfahrzeug und Schienenfahrzeug mit einer solchen Mittelpufferkupplung
DE102023118506A1 (de) 2023-07-13 2025-01-16 Knorr-Bremse Systeme für Schienenfahrzeuge GmbH Digitale Automatische Kupplung (DAK) mit einem integrierten Antrieb für einen elektromechanischen Aktuator für ein Schienenfahrzeug und Schienenfahrzeug mit einer solchen Kupplung
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