EP4339058A1 - Agencement d'une zone d'accouplement de deux véhicules ferroviaires avec des moitiés de couplage automatique numériques et procédé de synchronisation de moitiés d'attelage numériques d'un tel agencement - Google Patents

Agencement d'une zone d'accouplement de deux véhicules ferroviaires avec des moitiés de couplage automatique numériques et procédé de synchronisation de moitiés d'attelage numériques d'un tel agencement Download PDF

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Publication number
EP4339058A1
EP4339058A1 EP23194333.3A EP23194333A EP4339058A1 EP 4339058 A1 EP4339058 A1 EP 4339058A1 EP 23194333 A EP23194333 A EP 23194333A EP 4339058 A1 EP4339058 A1 EP 4339058A1
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EP
European Patent Office
Prior art keywords
coupling
actuator
rail vehicle
signal
halves
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
EP23194333.3A
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German (de)
English (en)
Inventor
Cheng Liu
Josep CABESTANY PONS
Leonid Pedurjan
Philipp Lederer
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.)
Knorr Bremse Systeme fuer Schienenfahrzeuge GmbH
Original Assignee
Knorr Bremse Systeme fuer Schienenfahrzeuge 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 Knorr Bremse Systeme fuer Schienenfahrzeuge GmbH filed Critical Knorr Bremse Systeme fuer Schienenfahrzeuge GmbH
Publication of EP4339058A1 publication Critical patent/EP4339058A1/fr
Pending legal-status Critical Current

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
    • B61G3/00—Couplings comprising mating parts of similar shape or form which can be coupled without the use of any additional element or elements
    • B61G3/16—Couplings comprising mating parts of similar shape or form which can be coupled without the use of any additional element or elements with coupling heads rigidly connected by rotatable hook plates or discs and balancing links, the coupling members forming a parallelogram, e.g. "Scharfenberg" type
    • B61G3/20—Control devices, e.g. for uncoupling
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
    • B61G5/00—Couplings for special purposes not otherwise provided for
    • B61G5/06—Couplings for special purposes not otherwise provided for for, or combined with, couplings or connectors for fluid conduits or electric cables
    • B61G5/10—Couplings for special purposes not otherwise provided for for, or combined with, couplings or connectors for fluid conduits or electric cables for electric cables

Definitions

  • the invention relates to an arrangement of a coupling point of two rail vehicles with digital automatic coupling halves with a synchronization device.
  • the invention also relates to a method for synchronizing digital automatic coupling halves of such an arrangement.
  • DAK Digital Automatic Coupling
  • the Scharfenberg coupling is known, for example. It is a rigid center buffer coupling.
  • the principle of the Scharfenberg coupling is used by the DAK both on passenger trains and is preferred by the DAK for freight trains.
  • the coupling process is purely mechanical, which is implemented via a hook disk and spring assemblies in each coupling head.
  • Electro-pneumatic actuators are generally used for this purpose in passenger trains. The situation is different for freight trains, which is why an electromechanical solution is preferred.
  • An electromechanical actuator works using an electric motor that converts electrical energy into mechanical energy. If the actuator is activated, the rotor in the electric motor rotates. This Rotary movement is further transmitted to a threaded spindle via a gear stage.
  • the threaded spindle is installed stationary in its axial direction.
  • a spindle nut is screwed onto the threaded spindle, which is non-rotatable but linearly movable in a linear guide.
  • the rotary movement of the threaded spindle is converted into a linear movement by means of the spindle nut, the linear movement being transmitted to a guide tube connected to the spindle nut, which applies a corresponding force to the hook disk in order to pivot it from a coupling position into an uncoupling position.
  • the electromechanical actuator can be moved back to its starting position.
  • TCMS Traffic Control & Management Systems
  • the higher-level controls in the wagons can communicate with each other and exchange data, so that synchronous uncoupling processes can be implemented in coupled wagons using both electromechanical or electro-pneumatic actuators in one coupling head each.
  • an electrically controlled actuator electromechanical
  • the uncoupling process can then be started via a switch or button on one of the two wagons.
  • the problem here is that the actuator has to use approximately twice as much force to decouple, since, among other things, the forces of both spring assemblies have to be overcome on each of the coupling halves.
  • the actuator would have to be made significantly larger for this, which can lead to design problems since the installation space in a coupling head is very limited due to the many components and the shape. In addition, the costs of such an actuator are correspondingly high.
  • Synchronization of the uncoupling process by two people on the respective uncoupling control (switch or button) of the corresponding wagon/rail vehicle is also conceivable in order to minimize the force for one actuator at a time, but cannot be done without delay or error, so that unforeseen events are possible.
  • the object of the invention is therefore to provide an improved synchronization device for coupling halves of a digital automatic coupling (DAK) with an electromechanical actuator, which can be used on freight trains and on all rail vehicles without TCMS, and whereby the disadvantages mentioned above are eliminated or at least in a significant way no longer occur.
  • DAK digital automatic coupling
  • Another task is to provide a rail vehicle with such an arrangement.
  • An inventive idea is to provide a concept for synchronizing the uncoupling process when there is no train-wide TCMS and therefore this process must be carried out locally at a coupling point between two wagons/rail vehicles using electrical control.
  • An inventive arrangement of a coupling point of two rail vehicles with digital automatic coupling halves with a synchronization device, the digital automatic coupling halves each having an electric actuator with an actuator control, is characterized in that the synchronization device has at least one bidirectional transmission path, which is connected to the actuator controls of each Coupling half is connected directly or indirectly via a binary line.
  • a significant advantage is that the actuators of both coupling halves can be actuated simultaneously by the synchronization device.
  • a method for synchronizing digital automatic coupling halves of an arrangement of a coupling point of two rail vehicles has the following method steps.
  • VS1 Starting an uncoupling process by manually generating a signal for uncoupling by actuating a signal box at the coupling point on one of the two rail vehicles;
  • VS2 forwarding the signal to the actuator control of the actuator of the coupling half belonging to one of the two rail vehicles and at the same time forwarding the signal for uncoupling to the actuator control of the actuator of the coupling half belonging to the other of the two rail vehicles;
  • VS3 Simultaneous release of both coupling halves using the associated actuators.
  • One advantage here is that both actuators release the respective coupling half synchronously and at the same time.
  • the signal for uncoupling only needs to be generated on one side of the coupling, i.e. on only one of the two rail vehicles, e.g. by pressing a button on a signal box. This results in a significant advantage in many respects, including effort, costs, flexibility and security.
  • the transmission link is a bidirectional wired transmission link and is designed as an electric coupling. This is advantageous because signals and data can only be transmitted from one rail vehicle as well as from the other rail vehicle. This is particularly advantageous for status queries.
  • the synchronization device on each rail vehicle has a transmission unit with a bidirectional wireless transmission path. This can advantageously save on cable installations.
  • a further embodiment provides that the synchronization device has at least one signal box on each rail vehicle, which is connected to the transmission path of the electric coupling or to the respective transmission unit of the wireless transmission path and the respective binary line of the actuator control of the respective coupling half. This is advantageous because an uncoupling process can be triggered on each of the two rail vehicles at the coupling point.
  • the synchronization device has at least one microcontroller on each rail vehicle, which is connected to the respective signal box and to the transmission path of the electric coupling or to the respective transmission unit of the wireless transmission path.
  • the at least one microcontroller on each rail vehicle is connected to the respective binary line of the actuator control of the respective coupling half, there is an advantage in that the data lines of the electric coupling can now be used for the binary control signals, which are therefore also sent from the actuator of one coupling half can be transferred to the other actuator of the other coupling half, which enables synchronous control to uncouple both actuators.
  • the at least one microcontroller on each rail vehicle is connected to the transmission path of the electric coupling via a digital interface line or to the respective transmission unit of the wireless transmission path via a serial interface line.
  • this cable is specially designed for the signals to be transmitted and is shielded against interference (e.g. in the area of electromagnetic compatibility - EMC).
  • the synchronization device has at least one wagon control unit on each rail vehicle which is connected to the respective binary line of the actuator control of the respective coupling half and to the transmission path of the electric clutch or to the respective transmission unit of the wireless transmission path.
  • a further embodiment provides that the at least one wagon control unit on each rail vehicle is connected to the transmission path of the electric coupling via an Ethernet line or to the respective transmission unit of the wireless transmission path 16 via a serial interface line.
  • the wagon control unit it is not only advantageously possible for the wagon control unit to additionally take over all functionalities on the associated rail vehicle, but also to be able to carry out a communication connection with a higher-level train control system.
  • the signal for uncoupling which is generated on one rail vehicle for the associated coupling half, is forwarded to the other of the two coupling halves, which belongs to the other rail vehicle, via a wired transmission link Electric coupling is done because in this way an existing component can be used.
  • a further embodiment of the method provides that the signal for uncoupling, which is generated on one rail vehicle for one associated coupling half, is forwarded to the other of the two coupling halves, which belongs to the other rail vehicle, via a wireless transmission link. In this way, laborious and costly installations can be advantageously avoided.
  • the signal box displays the current state of the respective actuator, since the current state can be determined in a simple manner, for example at the push of a button on the signal box or automatically.
  • the digital ones are automatic coupling halves designed according to the arrangement described above.
  • Figure 1 shows a schematic representation of an arrangement of a coupling point of two rail vehicles with digital automatic coupling halves 2, 2 'with a first exemplary embodiment of a synchronization device 1 according to the invention.
  • a first rail vehicle is only indicated with the reference symbol A, with a second rail vehicle being marked with the reference symbol B.
  • the rail vehicles A, B are freight wagons here.
  • the rail vehicles A, B can also be locomotives and wagons or locomotives.
  • the first rail vehicle A is provided with a first coupling half 2, and the second rail vehicle B has a second coupling half 2 '.
  • Both coupling halves 2, 2' are identical in construction and designed as center buffer couplings (e.g. Scharfenberg coupling).
  • Each coupling half 2, 2' has an actuator 3, 3', which pivots a respective hook disk 3a, 3'a against a spring force of one or more springs (not shown, but conceivable) in order to carry out a decoupling process.
  • FIG. 1 The basic concept of synchronizing the coupling halves 2, 2 'with an electromechanical actuator 6, 6' is illustrated, although any other electrically controlled actuator can also be used for this.
  • Each actuator 3, 3' contained its own control and processing electronics for a motor, a motor brake and the switch signals, which are collectively referred to as an actuator control (not shown, but easy to imagine).
  • the actuator control is also called an actuator box.
  • Each signal box 4, 4' is electrically connected to the actuator control of the associated coupling half 2, 2' via a binary line 5, 5'.
  • the train crew can, for example, locally start a decoupling process or cancel it prematurely, as well as read out the current state of the respective actuator 3, 3' (initial position, buffer position) and make it visible (for example via LEDs).
  • each coupling head of each coupling half 2, 2' has such an E-coupling 8, 8', which has both electrical contacts as data connectors 8a, 8'a for a data bus line and power connectors 8b, 8'b for the power supply.
  • the two associated electrical couplings 8, 8' are connected to one another by the associated pressure and fixed contacts 8a, 8'a; 8b, 8'b are brought into contact or connected to each E-coupling 8, 8'.
  • the data lines of the e-coupling 8, 8' are now used for the binary control signals, which are also sent from the actuator 3 of the first coupling half 2 to the other actuator 3' of the second coupling half 2'. can be sent, which enables synchronous control to decouple both actuators 3, 3 '.
  • the uncoupling signal can be actuated via the signal box 4, which is also transmitted to the second rail vehicle B via a connection 4a connected to the signal box 4 and a signal line 6 via the E-coupling 8, 8 '.
  • the first rail vehicle A it can be connected directly to a digital input 6a of the actuator control, and it is forwarded via the signal box 4' via the signal line 6' and the digital input 6'a of the second coupling half 2', so that the actuator 3 'the second coupling half 2' of the second rail vehicle B starts the uncoupling process.
  • the actuator 3 On the first rail vehicle A, the actuator 3 is driven for the uncoupling process at the same time as a previously defined time delay, which can be installed due to the signal detour from the signal box 4 to the actuator 3.
  • the actuation can also take place on the other side, i.e. on the signal box 4 'of the second rail vehicle B.
  • Both actuators 3, 3' carry out the action synchronously and at the same time.
  • the respective signal box 4, 4' only needs to be actuated on one side of the coupling point, i.e. only on the first rail vehicle A or only on the second rail vehicle B, which offers an immense advantage in many respects (including effort, costs, flexibility, safety). .
  • This first exemplary embodiment illustrates the use of a DAK system with local synchronization by means of the synchronization device 1 on trains or wagons without a train-wide data bus line or without TCMS, such as current freight trains that will be equipped with this system (DAK 4.5 or DAC 4.5.) in the coming years ) can be upgraded for test operation.
  • the synchronization device 1 comprises at least one signal box 4, 4' on each rail vehicle A, B, each with a binary line 5, 5' as a connection between the associated signal box 4, 4' and the respective coupling half 2, 2', respectively a signal line 6, 6' and connection 4a, 4'a, by means of which the signal box 4, 4' is connected to the electric coupling 8, 8', and the electric coupling 8, 8' with the signal connectors 8a, 8'a, whereby the Signal line 6, 6' is also connected to a digital input 6a, 6'a of the respective coupling half 2, 2'.
  • the electric coupling 8, 8' also connects the electrically conductive housing masses of the coupling halves 2, 2' via ground lines 7, 7'.
  • the electric clutch 8, 8' here forms a wired, bidirectional transmission path of the synchronization device 1.
  • the double arrow synchronization direction 9 indicates that it is possible to trigger a decoupling process not only on the first rail vehicle A, which is then transmitted via the synchronization device 1 to the second rail vehicle B, but also the signal(s) for the same process in the opposite direction from the second rail vehicle B to the first rail vehicle A.
  • Figure 2 represents a first variant of the first exemplary embodiment Figure 1 the local synchronization device 1 at the coupling point, but this time with a digital interface such as Ethernet or CAN via the electric coupling 8, 8 '.
  • MCU microcontroller
  • Each microcontroller 10, 10' communicates with the associated signal box 4, 4' in binary terms via a signal line 6, 6', with one connection to the electrical coupling 8, 8' consisting of a digital interface line (Ethernet or CAN).
  • Ethernet digital interface line
  • Each signal box 4, 4 ' is as in the first exemplary embodiment Figure 1 connected via a binary line 5, 5 'to the actuator 3, 3' of the associated coupling half 2, 2'.
  • microcontrollers 10, 10' The task of these microcontrollers 10, 10' is therefore to "translate" the data bus signals of the digital interface lines 11, 11' via the electric coupling 8, 8' into binary signals for controlling the respective actuator 3, 3' of the associated coupling half 2, 2' and vice versa, as well as the processing of the requests from the respective signal box 4, 4 ', which enables local synchronization at the coupling point on rail vehicles A, B without a train-wide data connection option.
  • a TCMS exists across the train and the wagons, including the first rail vehicle A and the second rail vehicle B.
  • the signal box 8, 8' from the first exemplary embodiment is still in this expansion stage Figure 1 and the first variant Figure 2 included (also referred to as a DAC 4.5 box), which is why a co-processor (also referred to here as a microcontroller 10, 10 ') is initially used, which coordinates the signal flow accordingly.
  • a co-processor also referred to here as a microcontroller 10, 10 '
  • this microcontroller 10, 10' is also connected to the wagon control unit 12, 12' via a digital interface (digital interface line 11, 11'), and at the same time is connected to the corresponding signal box 8 via binary interfaces (connection 4a, 4'a). , 8' and binary line 5, 5' are connected to the actuator control in the respective coupling half 2, 2'.
  • the digital interface can be, for example, Ethernet, CAN or a serial interface (SPI, I2C, ).
  • microcontroller 10, 10 ' The task of this co-processor is therefore to "translate" the data bus signals into binary signals for controlling the actuator 3, 3' of the respective coupling half 2, 2' and vice versa, as well as processing the requests from signal box 8, 8', actuator control of the respective coupling half 2, 2' and wagon control unit 12, 12'.
  • the synchronization device 1 works in this way and is constructed accordingly.
  • Figure 4 shows a third variant of the first exemplary embodiment Figure 1 the local synchronization device 1.
  • the TCMS still exists.
  • the wagon control unit 12, 12' takes over all functionalities in and on the rail vehicle A, B.
  • An optional signal box 8, 8' is no longer available.
  • the communication with the associated actuator 3, 3' is taken over by the computing unit of the wagon control unit 12, 12'.
  • the wagon control unit 12, 12' is connected to the actuator 3, 3' or the actuator control of the respective coupling half 2, 2' via the binary line 5, 5'.
  • the wagon control unit 12, 12 ' is also connected to the vehicle control and the others Wagon control units 12, 12' are connected via the electric coupling 8, 8' and the TCMS by means of further lines, which here are Ethernet lines 13, 13'.
  • This third variant forms a full expansion stage and is referred to as DAK 5 or DAC 5 and represents the final goal of the development into a fully digital and networked freight train, which uses modern means of communication (e.g. tablet, smartphone) and, under certain circumstances, also from the Can be controlled and monitored remotely.
  • DAK 5 or DAC 5 represents the final goal of the development into a fully digital and networked freight train, which uses modern means of communication (e.g. tablet, smartphone) and, under certain circumstances, also from the Can be controlled and monitored remotely.
  • Figure 5 a schematic representation of an arrangement of a coupling point of two rail vehicles A, B with digital automatic coupling halves 2, 2 'with a second embodiment of a synchronization device 1 according to the invention.
  • FIG 5 is the already presented principle of local synchronization via two coupling halves 2, 2', but this time with data transmission via a wireless transmission link 16 instead of a wired transmission link with an electric coupling 8, 8'.
  • the wireless transmission link 16 is designed as a bidirectional transmission link 16.
  • an additional component for wireless technology is arranged here as a transmission unit 15, 15 'with an antenna with a corresponding controller on each coupling side of the rail vehicles A, B.
  • the transmission unit 15, 15 ' is connected to the respective microcontroller 10, 10' via a serial interface or similar (serial interface line 14, 14'.
  • the microcontroller 10, 10' has the additional task of transmitting the binary control signals for the To "translate" wireless transmission.
  • WiFi Direct for a purely local synchronization between the two coupling halves, for example, are suitable WiFi Direct, Bluetooth, Ultra Wideband (UWB) as wireless technologies to be used.
  • a mobile network (5G) or satellite network (e.g. Starlink) e.g. Starlink
  • WLAN would be available if a gateway/router is located within a certain radius (e.g. on a drainage mountain).
  • a train-wide data interface or TCMS would also be conceivable as a “wireless” wireless data interface.
  • the synchronization device 1 of the second exemplary embodiment comprises at least one signal box 4, 4 'on each rail vehicle A, B, each with a binary line 5, 5' as a connection between the associated signal box 4, 4' and the respective coupling half 2, 2 ', each a signal line with a connection 4a, 4'a, by means of which the signal box 4, 4' is connected to the respective microcontroller 10, 10', each a microcontroller 10, 10' and each a transmission unit 15, 15' to form the wireless transmission path 16.
  • Figure 6 is a first variant of the second exemplary embodiment Figure 5 shown as a further expansion stage.
  • the structure of the first variant of the second exemplary embodiment corresponds to the second variant of the first exemplary embodiment Figure 3 , which is already described above.
  • Each transmission unit 15, 15' is connected directly to the respective wagon control unit 12, 12' via serial interface lines 14, 14' to enable wireless transmissions.
  • Figure 7 shows a second variant of the second exemplary embodiment according to FIG. 5 as a further expansion stage.
  • the structure of the second variant of the second exemplary embodiment corresponds to the third variant of the first exemplary embodiment Figure 4 , which is already described above.
  • each transmission unit 15, 15' is connected directly to the respective wagon control unit 12, 12' via serial interface lines 14, 14' in order to enable wireless transmissions.
  • Figure 8 shows a schematic flow diagram of a method according to the invention for synchronizing digital automatic coupling halves 2, 2 'of an arrangement of a coupling point of two rail vehicles A, B.
  • a decoupling process is started by manually generating a signal for decoupling by actuating a signal box at the coupling point on one of the two rail vehicles A, B.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
EP23194333.3A 2022-09-15 2023-08-30 Agencement d'une zone d'accouplement de deux véhicules ferroviaires avec des moitiés de couplage automatique numériques et procédé de synchronisation de moitiés d'attelage numériques d'un tel agencement Pending EP4339058A1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE102022123656.0A DE102022123656A1 (de) 2022-09-15 2022-09-15 Anordnung einer Kupplungsstelle von zwei Schienenfahrzeugen mit digitalen automatischen Kupplungshälften mit einer Synchronisationsvorrichtung, und Verfahren zum Synchronisieren von digitalen automatischen Kupplungshälften einer solchen Anordnung

Publications (1)

Publication Number Publication Date
EP4339058A1 true EP4339058A1 (fr) 2024-03-20

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EP23194333.3A Pending EP4339058A1 (fr) 2022-09-15 2023-08-30 Agencement d'une zone d'accouplement de deux véhicules ferroviaires avec des moitiés de couplage automatique numériques et procédé de synchronisation de moitiés d'attelage numériques d'un tel agencement

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DE (1) DE102022123656A1 (fr)

Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102020204638A1 (de) * 2020-04-09 2021-10-14 Voith Patent Gmbh Kupplung, insbesondere automatische Kupplung, spurgebundenes Fahrzeug mit einer derartigen Kupplung sowie einen Fahrzeugverband und ein Fahrzeugverband-Kommunikationssystem
WO2022090715A1 (fr) * 2020-10-27 2022-05-05 John Ritchie Kinghorn Attelage hydraulique pouvant se déployer

Patent Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102020204638A1 (de) * 2020-04-09 2021-10-14 Voith Patent Gmbh Kupplung, insbesondere automatische Kupplung, spurgebundenes Fahrzeug mit einer derartigen Kupplung sowie einen Fahrzeugverband und ein Fahrzeugverband-Kommunikationssystem
WO2022090715A1 (fr) * 2020-10-27 2022-05-05 John Ritchie Kinghorn Attelage hydraulique pouvant se déployer

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