EP4330110A1 - Attelage automatique simple traction et procédé de désattelage d'un attelage automatique simple traction - Google Patents

Attelage automatique simple traction et procédé de désattelage d'un attelage automatique simple traction

Info

Publication number
EP4330110A1
EP4330110A1 EP22726030.4A EP22726030A EP4330110A1 EP 4330110 A1 EP4330110 A1 EP 4330110A1 EP 22726030 A EP22726030 A EP 22726030A EP 4330110 A1 EP4330110 A1 EP 4330110A1
Authority
EP
European Patent Office
Prior art keywords
coupling
frog
automatic train
uncoupling
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
EP22726030.4A
Other languages
German (de)
English (en)
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 EP4330110A1 publication Critical patent/EP4330110A1/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 coupling, in particular for a freight wagon 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 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 versions.
  • 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 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.
  • 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 providing an automatic train coupling, in particular for a freight car of a rail vehicle, for example of the embodiment illustrated above improve that the design effort and the manufacturing costs are reduced and at the same time the necessary space is minimized, with 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. 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 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, preferably directly on the frog act to rotate the frog from the coupled position to the uncoupled position.
  • the cylinder/piston unit is positioned in relation to the frog in such a way that the piston acts on the frog when moving at a distance from the axis of rotation or main axis of the frog and causes a moment on it.
  • This version is characterized by a small number of functional components and a particularly simple, compact design.
  • 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 to provide a separate suspension and bearing for each component, and the electro-hydraulic drive unit can also 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 integration in the coupling head according to a second embodiment offers the advantage that this can be done independently of the design of the coupling rod to be connected to it, which does not require any special adjustments with regard to possible attachment options, especially for the latter.
  • 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 Compared to an engine output axis of rotation, which is arranged skewed or tangential to such a main pin or the main axis, 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 frog has at least one contact surface for contacting a piston surface of the cylinder/piston unit, which is arranged on the latter outside of the main axis.
  • the cylinder/piston unit is positioned in relation to the frog in such a way that the maximum stroke of the piston corresponds to the angular path (angle of rotation) of the frog from the coupled to the uncoupled position.
  • the displacement path of the piston can be described by a theoretical axis, which is spaced apart from the main axis and arranged skewed or tangential to the main axis in order to generate a moment about the main axis on the frog when it acts on it.
  • 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.
  • 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;
  • FIG. 3 shows in detail the area of action of the piston directly on the frog;
  • Figures 4a and 4b are a partially sectioned view of an automatic train coupler according to the invention, viewed obliquely from above, in the uncoupled and coupled positions.
  • FIG. 1a schematically 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 felt piece 6.
  • An associated uncoupling device 11 is also shown schematically.
  • the coupling lock 3 is designed as a rotary lock with the felt piece 6 to which a coupling eyelet 5 is connected so that it can rotate about a coupling eyelet axis 8 .
  • the felt piece 6, in turn, can be rotated about the key axis 7.
  • the felt piece 6 is mounted on a key pin 19 and is connected to it in a rotationally fixed manner.
  • a flange actuating device 20 can act on the flap bolt 19 in order to manually disengage the coupling lock 3 .
  • the flap pin 19 can be used to control an actuator of a valve of a compressed air line, in particular a brake air line, 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 felt piece 6, and an opposite second end 5.2, which can be clamped in a mouth 9 of the felt piece 6 of an opposite coupling head 1 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.
  • the heart 6 of 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 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 on the frog 6.
  • 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 via an operating medium source 34, which has a hydraulic connection with the pump 30 is connected.
  • 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.
  • 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 unit 31 or arranged outside it, as illustrated in FIG. 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 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 arrangement takes place in relation to the frog 6 in such a way that the piston 36 can be moved relative to it in order to generate a moment on the frog 6 about the main axis 7 .
  • the piston 36 has an active surface in the front end area, which becomes active on a contact area 14 on the frog 6 .
  • the piston 36 of the cylinder/piston unit 32 is arranged at a distance from the main axis 7 and skewed or at an angle, preferably tangentially thereto. This also applies to the theoretical axis 25, which can be used to describe the travel path.
  • Figure 3 illustrates in a detailed view the action of the piston 36 on a contact area 14 on the frog 6.
  • the frog 6 has a surface aligned with the active surface on the piston 36, on which the piston 36 comes into contact during its lifting movement according to the travel path 25 comes and generates a moment on the frog 6 about the main axis 7 with further movement.
  • 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.
  • An alternative full accommodation of the complete, electrically operated uncoupling device 11 within the coupling head housing 2 is also possible, but not shown here.
  • FIG. 4a shows the felt piece 6 in the uncoupled position.
  • the cylinder 36 is retracted.
  • the change to the uncoupled or coupling-ready state according to FIG. 4a 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 of the cylinder/piston unit 32 via the electro-hydraulic drive unit 31 and the piston 36 moves out. Flierby the felt piece 6 is moved into the uncoupled position.
  • the movement of the piston rod 36 ends at 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 back into the basic position, i.e. the 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.
  • FIG. 4b shows frog 6 in the coupled 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.

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

Abstract

L'invention concerne un attelage automatique simple traction, en particulier pour un wagon à marchandises d'un véhicule ferroviaire, comprenant : une tête d'attelage qui comprend un logement de tête d'attelage et un élément de fixation d'attelage comprenant un verrou, l'élément de fixation d'attelage étant conçu en tant qu'élément de fixation rotatif comprenant une liaison d'attelage et une partie centrale, la partie centrale pouvant tourner autour d'un axe principal entre une position attelée et une position désattelée, la liaison d'attelage étant reliée au niveau d'une première extrémité à la partie centrale de façon à pouvoir tourner autour d'un axe de liaison d'attelage et comprenant une seconde extrémité libre, et la partie centrale comprenant une ouverture qui est agencée pour recevoir une seconde extrémité d'une liaison d'attelage d'une tête d'attelage diamétralement opposée ; et un dispositif de désattelage (11) pour faire tourner la partie centrale (6) de la position attelée à la position désattelée. L'attelage automatique simple traction selon l'invention est caractérisé en ce que le dispositif de désattelage (11) est conçu en tant que dispositif de désattelage électrohydraulique (31) et est agencé de façon à être soit entièrement à l'intérieur du logement de tête d'attelage (2), soit entièrement à l'intérieur du logement de tête d'attelage (2) et d'une tige d'attelage (10) qui est contiguë au logement de tête d'attelage (2).
EP22726030.4A 2021-04-30 2022-04-27 Attelage automatique simple traction et procédé de désattelage d'un attelage automatique simple traction Pending EP4330110A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102021111207.9A DE102021111207A1 (de) 2021-04-30 2021-04-30 Automatische Zugkupplung und Verfahren zum Entkuppeln einer automatischen Zugkupplung
PCT/EP2022/061188 WO2022229254A1 (fr) 2021-04-30 2022-04-27 Attelage automatique simple traction et procédé de désattelage d'un attelage automatique simple traction

Publications (1)

Publication Number Publication Date
EP4330110A1 true EP4330110A1 (fr) 2024-03-06

Family

ID=81850767

Family Applications (1)

Application Number Title Priority Date Filing Date
EP22726030.4A Pending EP4330110A1 (fr) 2021-04-30 2022-04-27 Attelage automatique simple traction et procédé de désattelage d'un attelage automatique simple traction

Country Status (4)

Country Link
EP (1) EP4330110A1 (fr)
CN (1) CN117222567A (fr)
DE (1) DE102021111207A1 (fr)
WO (1) WO2022229254A1 (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
CN117222567A (zh) 2023-12-12
DE102021111207A1 (de) 2022-11-03
WO2022229254A1 (fr) 2022-11-03

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