EP4368473A1 - Découplage sécurisé de véhicules ferroviaires - Google Patents

Découplage sécurisé de véhicules ferroviaires Download PDF

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Publication number
EP4368473A1
EP4368473A1 EP23205780.2A EP23205780A EP4368473A1 EP 4368473 A1 EP4368473 A1 EP 4368473A1 EP 23205780 A EP23205780 A EP 23205780A EP 4368473 A1 EP4368473 A1 EP 4368473A1
Authority
EP
European Patent Office
Prior art keywords
switching device
vehicle
coupling
switching
control connection
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
EP23205780.2A
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German (de)
English (en)
Inventor
Steffen JASS
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 EP4368473A1 publication Critical patent/EP4368473A1/fr
Pending legal-status Critical Current

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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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
    • B61G7/00—Details or accessories
    • B61G7/14—Safety devices

Definitions

  • Rail vehicles are usually coupled to trains using couplings. This applies to passenger trains and freight trains. Especially with freight trains, this can be done manually, but also automatically - for example in marshalling yards.
  • a coupling support device which makes it possible to couple and separate rail vehicles while driving if both Rail vehicles have the system.
  • Two identical modules are installed on each front of the vehicle, there is a conventional automatic coupling in the middle, and the new modules are located on the right and left of the front of the vehicle.
  • the computing unit of one vehicle must therefore receive a corresponding uncoupling signal, which must transmit actuation signals to the first switching device.
  • a vehicle can be a carriage, but also a traction vehicle such as a locomotive.
  • the computing unit of another vehicle must also receive an uncoupling signal (for example from the locomotive or traction vehicle), and must also send an actuation signal to the third switching device via the first control connection. Only then can uncoupling take place; in the other vehicle this process is exactly complementary. Two vehicles are therefore always necessary, which must receive an uncoupling signal and send corresponding actuation signals to the respective first and third switching devices so that the common coupling is uncoupled.
  • This solution can be implemented without discrete control lines across the train (for example an emergency brake loop or other coupling release), so the safety responsibility for the uncoupling function can be distributed evenly between the computing units of both vehicles involved, and the individual control device per vehicle thus requires less safety integrity per computing unit.
  • the information at the coupling point can be applied to the redundant network lines of the train communication that are already present.
  • the first control connection which can be connected to a complementary first control connection of a further clutch device, is adapted to receive an actuation signal from a fourth switching device of the further clutch device.
  • the clutch device further comprises a fourth switching device connected to the computing unit, which is connected to a second control connection, which can be connected to a complementary second control connection of a further clutch device.
  • the coupling device can also be used to output a control signal to an adjacent coupling device, so that uncoupling can also take place on this vehicle - together with the uncoupling signal of this vehicle.
  • the clutch device further comprises a second switching device, wherein the actuating device, the first switching device, the second switching device and the third switching device are connected in series, wherein at least for starting the unlocking of the clutch device, the transmission of an actuating signal to the first switching device, the second switching device and the third switching device is required.
  • the clutch device further comprises a fifth switching device connected in parallel to the third switching device. This is adapted to close when the first switching device and the third switching device are closed, and optionally the second switching device, i.e. that current flows through the actuating device.
  • a decoupling signal from the neighboring vehicle must therefore be present briefly in order for the decoupling process to be started - the command then continues until the decoupling process is completed. Since during decoupling the contact to the neighboring coupling device is interrupted at some point (and thus also between the first and second control connections), the The decoupling process continues - the third switching device no longer has to be closed, as the fifth switching device connected in parallel takes over this task and accordingly establishes the connection between the first switching device, second switching device and fifth switching device and the actuating device. The principle of self-holding is therefore used here. Even if the contact with the adjacent coupling device is interrupted because the decoupling progresses, the actuating device will then continue to move so that the decoupling process can be carried out completely
  • the third switching device and the fifth switching device are designed as relays.
  • the third switching device is adapted to close when a control signal is transmitted via the first control terminal
  • the fifth switching device is adapted to close when the third switching device is closed (and furthermore the first switching device and optionally the second switching device are closed).
  • Such a relay allows the detection of currents, and if these are present, switches are activated, in this case closed.
  • the computing unit is connected to a traction vehicle, such as a locomotive, via at least one power supply line and at least one communication line. Only one line, namely the communication line, is used for signal transmission, which means that expensive redundant lines can be omitted. Communication within the train network is sufficient here.
  • a coupling system includes a separation point between two rail vehicles, wherein at least one coupling device, as described above, is provided per vehicle.
  • the third switching device of one coupling device is connected to the computing unit of the second vehicle via the first control connection and the complementary first control connection of the second vehicle (preferably via a fourth switching device), and the third switching device of the other coupling device is connected to the computing unit of the first vehicle via the second control terminal of the second vehicle and the complementary second control terminal of the first vehicle (preferably via a fourth switching device).
  • a signal from a first switching device and optionally a second switching device of a vehicle must be present, as well as the signal from another vehicle, preferably a fourth switching device of another vehicle, which in turn is controlled by the local computing unit of the other vehicle.
  • the train driver can only give an uncoupling command if the train composition (number, identification, sequence and orientation of the individual vehicles in the train) has been determined with sufficient certainty beforehand. On this basis, the train driver selects the desired separation point for the commands, for example using his user interface. He can now give the uncoupling command for the selected separation point, which is sent from the traction vehicle via the train network to the two vehicles involved with a separate message to the corresponding processing units (specifying the front and rear separation points). Each local processing unit of these vehicles controls the respective actuating device for the uncoupling - and does so until the completion of the uncoupling process has been reliably detected.
  • step d) the transmission takes place via a pair of complementary first control connections, and one of these first control connections is provided in the first vehicle, the other first control connection is provided in the second vehicle.
  • step e) the transmission takes place via a pair of complementary second control connections, with one second control connection being provided in the first vehicle, and the other second control connection being provided in the second vehicle.
  • the vehicles wagons and the locomotive(s) are coupled to form a freight train.
  • the system according to the invention is therefore particularly used in freight trains.
  • a particularly safe system is required here due to the numerous shunting operations and uncoupling processes of individual vehicles as well as the high number of coupling points in the train.
  • Fig.1 five vehicles F, F', F", F′′′ and F ⁇ are shown, each with a local processing unit 3, 3', 3", 3′′′ and 3""; furthermore, a traction vehicle Z is provided, which also includes a processing unit RZ.
  • each vehicle F, F', F", F′′′ and F ⁇ is only connected to the adjacent car via two lines:
  • the communication lines C realize the Communication network in the train, and the power supply lines E realize the power supply from the traction vehicle Z to the vehicles F, F', F", F′′′ and F"".
  • Fig.2 shows a detailed illustration of the possibility of unlocking the separation point T .
  • an actuating device 1 (here designed as a motor) is connected in series with a first switching device 4 and a second switching device 5.
  • the actuating device 1 is designed to move a locking device 2.
  • the first switching device 4, the second switching device 5 and the fourth switching device 8 are all connected to a local processing unit 3.
  • the fifth switching device 10 is designed as a relay and when a current flow is present, the relay closes.
  • the third switching device 6 connected in parallel is also designed as a relay, and this relay closes when current flows through a first control connection 7, which comes from the adjacent coupling device K'.
  • a first switching device 4', a second switching device 5' and a third switching device 6' are provided, as well as a fourth switching device 4', which is responsible for outputting a signal that is output to the one coupling unit K through the first control connection 7. All other parts are identical to the one coupling device K and are not described separately here.
  • the actuating devices 1 and 1' of the coupling devices K and K' can therefore only be actuated when both computing units 3 and 3' each receive a decoupling command and output corresponding actuating signals to the first switching devices 4, 4', the second switching devices 5, 5' and the fourth switching devices 8 and 8'.
  • the fourth switching devices 8 and 8' in turn influence the third switching devices 6' and 6 of the other clutch device K, K'.
  • Fig.2 The redundant communication lines C and power supply lines E are also shown.
  • the communication lines C are connected to the local computing units 3 and 3'.
  • the present invention is not limited to the embodiments described above.
  • the actuating device 1 does not have to be designed as a motor - for example, an electromagnet would also be possible here, which can magnetically release coupling devices K, K'.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
EP23205780.2A 2022-11-14 2023-10-25 Découplage sécurisé de véhicules ferroviaires Pending EP4368473A1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE102022212063.9A DE102022212063A1 (de) 2022-11-14 2022-11-14 Sichere Entkupplung von Schienenfahrzeugen

Publications (1)

Publication Number Publication Date
EP4368473A1 true EP4368473A1 (fr) 2024-05-15

Family

ID=88511098

Family Applications (1)

Application Number Title Priority Date Filing Date
EP23205780.2A Pending EP4368473A1 (fr) 2022-11-14 2023-10-25 Découplage sécurisé de véhicules ferroviaires

Country Status (2)

Country Link
EP (1) EP4368473A1 (fr)
DE (1) DE102022212063A1 (fr)

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0711697B1 (fr) * 1994-11-09 1999-07-28 Siemens Aktiengesellschaft Dispositif pour établir la disponibilité pour rouler par gravité et/ou accoupler des véhicules guidés sur une voie
EP2420427B1 (fr) * 2010-08-16 2017-08-30 ALSTOM Transport Technologies Procédé et dispositif de surveillance de l'état de fonctionnement d'un dispositif d'embrayage
DE102018009589B3 (de) 2018-12-06 2019-12-12 Michael Nold Kupplungsunterstützungsvorrichtung zum An-und Abkuppeln von Schienenfahrzeugen während der Fahrt
EP3895954A1 (fr) * 2020-04-09 2021-10-20 Voith Patent GmbH Attelage, en particulier attelage automatique, véhicule guidé sur rail doté d'un tel attelage, ainsi que convoi de véhicules et système de communication de convoi de véhicules

Family Cites Families (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4013521C2 (de) 1990-04-27 1996-09-19 Scharfenbergkupplung Gmbh Kuppel- und Entkuppeleinrichtung für eine elektrische Kabelkupplung und eine mechanische Mittelpufferkupplung für Schienenfahrzeuge

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0711697B1 (fr) * 1994-11-09 1999-07-28 Siemens Aktiengesellschaft Dispositif pour établir la disponibilité pour rouler par gravité et/ou accoupler des véhicules guidés sur une voie
EP2420427B1 (fr) * 2010-08-16 2017-08-30 ALSTOM Transport Technologies Procédé et dispositif de surveillance de l'état de fonctionnement d'un dispositif d'embrayage
DE102018009589B3 (de) 2018-12-06 2019-12-12 Michael Nold Kupplungsunterstützungsvorrichtung zum An-und Abkuppeln von Schienenfahrzeugen während der Fahrt
EP3895954A1 (fr) * 2020-04-09 2021-10-20 Voith Patent GmbH Attelage, en particulier attelage automatique, véhicule guidé sur rail doté d'un tel attelage, ainsi que convoi de véhicules et système de communication de convoi de véhicules

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