WO2016131716A1 - Procédé et dispositif de centrage d'un attelage à tampon central non attelé - Google Patents

Procédé et dispositif de centrage d'un attelage à tampon central non attelé Download PDF

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Publication number
WO2016131716A1
WO2016131716A1 PCT/EP2016/053001 EP2016053001W WO2016131716A1 WO 2016131716 A1 WO2016131716 A1 WO 2016131716A1 EP 2016053001 W EP2016053001 W EP 2016053001W WO 2016131716 A1 WO2016131716 A1 WO 2016131716A1
Authority
WO
WIPO (PCT)
Prior art keywords
central buffer
buffer coupling
centering
rail vehicle
coupling
Prior art date
Application number
PCT/EP2016/053001
Other languages
German (de)
English (en)
Inventor
Clemens EGER-HÜBEL
Original Assignee
Siemens Ag Österreich
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 Siemens Ag Österreich filed Critical Siemens Ag Österreich
Priority to PL16704007T priority Critical patent/PL3259170T3/pl
Priority to EP16704007.0A priority patent/EP3259170B1/fr
Priority to CN201680010566.XA priority patent/CN107207020B/zh
Publication of WO2016131716A1 publication Critical patent/WO2016131716A1/fr

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
    • B61G7/00—Details or accessories
    • B61G7/10—Mounting of the couplings on the vehicle
    • B61G7/12—Adjustable coupling bars, e.g. for centralisation purposes

Definitions

  • the invention relates to a method and a device for centering a central buffer coupling.
  • Vehicle-guided rail vehicles required, which all operational shunting and dome operations
  • Clutches at the beginning of the train and at the end of the train are resiliently held in the middle position with a suitable device in order to prevent a swinging movement of the clutch while driving.
  • This can be a coupling process in one
  • the invention is therefore based on the object of specifying a method and a device for centering an uncoupled central buffer coupling, with which the uncoupled at each of the vehicle traversable track radius
  • Central buffer couplings can be centered.
  • the clutch is power assisted brought into a position (debit position) in which it is in their respective gripping area, so that an automatic dome operation can be performed without manual intervention.
  • a power drive is provided, by means of which the central buffer coupling can be pivoted horizontally in a certain angular range. Typically, this is an angle range of H-30 degrees to the vehicle longitudinal axis
  • a control device which comprises means for controlling the drive, for example the power electronics required for this purpose.
  • This control device is to be equipped to supply sensor signals by means of which specific criteria can be supplied to the control device. From these signals describing the criterion, the control device determines a respective optimum one
  • ungekuppelten central buffer coupling can, similar to known mechanical solutions, the angle of rotation of the next coupling bogie over the
  • Vehicle longitudinal axis can be used. This angle of rotation can be easily detected with conventional sensors and provides an accurate way of determining the current
  • Central buffer coupling can be determined.
  • the geometry of the concrete rail vehicle e.g., the length of the center buffer coupling, the location of the fulcrum, the gripping area
  • a disadvantage is that in a transition from straight to curved track sections no centering is done.
  • Another criterion for determining the nominal position of the uncoupled central buffer coupling is the position of the rail vehicle on the track. On routes that are measured with sufficient accuracy, the determination of the current position on the track can be done for this position optimal pivoting of the central buffer coupling are determined. For this purpose, a sufficiently accurate position determination is required. As a result, however, can also at a transition from straight to curved track sections an exact position determination.
  • Another, advantageous criterion can by means of
  • Image recognition of the track position can be obtained.
  • suitable image recognition method can be continuously determined the position of the central buffer coupling with respect to the tracks. From this determination can a
  • Correction value can be determined and the central buffer coupling are moved to their desired position.
  • Image recognition method can be used. For a particularly accurate detection, it is advisable to provide active scanning of the area in front of the vehicle by means of light patterns or laser scanning.
  • Compilation of the required train combinations as well as a mining operation is possible in which a defective train can be recovered by another train at each position of the route.
  • the drive of centering an uncoupled central buffer coupling can be done with all commonly used in rail vehicles means, for example by means of compressed air or electric drive.
  • Central buffer couplings are according to the prior art with a resilient
  • Equipped return to its geometric center position. This prevents an arbitrary movement of the clutch during driving, which loads the clutch bearing and the end stops and leads to noise.
  • a fixed centering is connected to the vehicle frame, about which the coupling rod is rotatable and automatically returns by means of spring force in the middle position. It is particularly advantageous to use such central buffer couplings with an inventive
  • Middle position in which the coupling rod automatically returns is adjustable in a certain angle range.
  • the centering center is to be equipped with a preferably electric rotary drive. It is particularly advantageous that the so-called overload protection remains effective and the coupling rod against the
  • the linear drive must be equipped with suitable means of overload protection (springs, slip clutch) and be decoupled for the coupled operation of the vehicle.
  • suitable means of overload protection springs, slip clutch
  • this can be done by venting the pneumatic actuator.
  • a further embodiment of the invention provides to set up the control device together with a clutch control, which controls the actual coupling process.
  • a clutch control which controls the actual coupling process.
  • Fig.3 means for centering an uncoupled central buffer coupling.
  • Fig.4 clutch bearing with a centering particularly suitable for a rotary drive.
  • Fig.l shows an example and schematically a rail vehicle with a centering of an uncoupled
  • Central buffer coupling in a view from above. It is a rail vehicle 1, comprising a bogie 5 and a central buffer coupling 2 shown, which is located on a track 4.
  • the track 4 has a straight
  • Rail vehicle 1 stands with the bogie 5 on the straight track section A, the front of the rail vehicle 1 and especially the central buffer coupling 2 project into the
  • Central buffer coupling 2 positioned outside the geometric track center and a coupling with another
  • Central buffer coupling 2 is mounted horizontally pivotable relative to the car body of the rail vehicle 1 and can be changed in its angular position by means of a drive 3.
  • Fig. 1 shows the initial state, before the
  • 2 shows by way of example and schematically rail vehicle with a centering of an uncoupled central buffer coupling in a side view. It is a rail vehicle 1 shown in a side view, wherein by means of an optical image recognition device, the area is detected immediately in front of the front of the rail vehicle 1.
  • the optical image recognition device by means of an optical image recognition device, the area is detected immediately in front of the front of the rail vehicle 1.
  • Detection 8 extends over the central buffer coupling 2 and the track 4. 3 shows, by way of example and schematically, a block diagram of a device for centering an uncoupled one
  • the device comprises a drive 3, which is shown symbolically as a linear drive and a control device 5, which drives the drive 3.
  • the control device 5 itself the necessary facilities such as power electronics for electrical
  • the control device 5 comprises a
  • Interface 7 for data communication with a
  • Vehicle control (not shown in Fig. 3) via which operating data can be transmitted bidirectionally.
  • this interface 7 for example, a command to
  • Control device 5 are transmitted or it can be confirmed a completed centering to the vehicle control. Furthermore, the control device 5 is transmitted at least one criterion 6, by means of which the desired position of the central buffer coupling 2, and the drive 3 by the
  • Control device is determined.
  • FIG. 4 shows by way of example and schematically a coupling bearing with a centering, which is particularly suitable for a rotary drive. It is shown the rotatable mounting of a central buffer coupling 2 at the location of the clutch bearing. On the left side, the coupling rod is cut, on the right side the attachment 10 for mounting the coupling unit to the vehicle structure.
  • the middle, essentially circular component represents the
  • This embodiment is particularly suitable for an electrical rotary drive centering. An assembly of the drive can be done below the coupling to the vehicle structure.
  • FIG. 5 shows by way of example and schematically a coupling bearing, which is particularly suitable for a linear drive.
  • the embodiment shown has a conventional,
  • the drive can couple for operation in the coupled state and while driving without intention
  • This embodiment is particularly suitable for pneumatic drives, as they are powerless displaced upon venting of the pneumatic cylinder and oppose the deflection of coupled coupling rods no resistance.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Vehicle Body Suspensions (AREA)
  • Mechanical Operated Clutches (AREA)

Abstract

L'invention concerne un procédé de centrage d'un attelage à tampon central (2) non attelé d'un véhicule sur rails (1), l'attelage à tampon central (2) pouvant pivoter horizontalement grâce à un mécanisme d'entraînement motorisé (3), ledit procédé comprenant les étapes suivantes : - mesure d'au moins un critère (6) déterminé au moyen d'un dispositif de commande (5), - détermination d'une position souhaitée de l'attelage à tampon central (2) à l'aide du critère (6), - commande de l'entraînement (3) au moyen du dispositif de commande (5) jusqu'à ce que l'attelage à tampon central (2) prenne la position souhaitée.
PCT/EP2016/053001 2015-02-16 2016-02-12 Procédé et dispositif de centrage d'un attelage à tampon central non attelé WO2016131716A1 (fr)

Priority Applications (3)

Application Number Priority Date Filing Date Title
PL16704007T PL3259170T3 (pl) 2015-02-16 2016-02-12 Sposób i urządzenie do centrowania niesprzężonego sprzęgu cięgłowo-zderzakowego
EP16704007.0A EP3259170B1 (fr) 2015-02-16 2016-02-12 Procédé et dispositif de centrage d'un attelage à tampon central non attelé
CN201680010566.XA CN107207020B (zh) 2015-02-16 2016-02-12 用于使未接合的中间缓冲接合器定心的方法和装置

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
ATA50114/2015 2015-02-16
ATA50114/2015A AT516914B1 (de) 2015-02-16 2015-02-16 Verfahren und Einrichtung zur Zentrierung einer ungekuppelten Mittelpufferkupplung

Publications (1)

Publication Number Publication Date
WO2016131716A1 true WO2016131716A1 (fr) 2016-08-25

Family

ID=55349855

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/EP2016/053001 WO2016131716A1 (fr) 2015-02-16 2016-02-12 Procédé et dispositif de centrage d'un attelage à tampon central non attelé

Country Status (5)

Country Link
EP (1) EP3259170B1 (fr)
CN (1) CN107207020B (fr)
AT (1) AT516914B1 (fr)
PL (1) PL3259170T3 (fr)
WO (1) WO2016131716A1 (fr)

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2019056635A1 (fr) * 2017-09-25 2019-03-28 中车株洲电力机车有限公司 Mécanisme de centrage rotatif d'attelage de véhicule ferroviaire, système de commande et procédé d'intervention de véhicule
WO2022008108A1 (fr) 2020-07-09 2022-01-13 Dellner Couplers Ab Dispositif de déviation d'un attelage d'un véhicule ferroviaire, attelage d'un train, wagon d'un véhicule à plusieurs wagons et procédé permettant de coupler un premier wagon d'un véhicule à plusieurs wagons à un second wagon d'un véhicule à plusieurs wagons
SE2150646A1 (en) * 2021-05-20 2022-11-21 Dellner Couplers Ab Coupler with angular position detection assembly, angular position detection system and method

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP7058906B2 (ja) * 2017-09-27 2022-04-25 日本信号株式会社 鉄道車両用連結装置

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3365078A (en) * 1966-01-11 1968-01-23 Halliburton Co Apparatus to facilitate the coupling of railway cars
US3520421A (en) * 1966-06-03 1970-07-14 Pullman Inc Coupler positioning arrangement for railway vehicles
US3642149A (en) * 1969-12-15 1972-02-15 Holland Co Coupler-positioning device for railroad car couplers
US20140284297A1 (en) * 2013-03-22 2014-09-25 Wabtec Holding Corp. Automated Coupler Positioning Device

Family Cites Families (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE10162731A1 (de) * 2001-12-20 2003-07-03 Voith Turbo Scharfenberg Gmbh Vorrichtung zur horizontalen Mittenrückstellung für eine mittels eines Kupplungsschafts schwenkbar an einem Schienenfahrzeug angebrachte Mittelpufferkupplung
CN101475012B (zh) * 2009-01-23 2012-05-30 齐齐哈尔轨道交通装备有限责任公司 车钩缓冲装置
WO2014188712A1 (fr) * 2013-05-22 2014-11-27 川崎重工業株式会社 Système d'attelage et véhicule ferroviaire
DE102014101986A1 (de) * 2014-02-17 2015-08-20 Voith Patent Gmbh Kupplungsvorrichtung für einen Wagenkasten mit einem über ein Laufwerksystem geführten Fahrzeughauptrahmen

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3365078A (en) * 1966-01-11 1968-01-23 Halliburton Co Apparatus to facilitate the coupling of railway cars
US3520421A (en) * 1966-06-03 1970-07-14 Pullman Inc Coupler positioning arrangement for railway vehicles
US3642149A (en) * 1969-12-15 1972-02-15 Holland Co Coupler-positioning device for railroad car couplers
US20140284297A1 (en) * 2013-03-22 2014-09-25 Wabtec Holding Corp. Automated Coupler Positioning Device

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2019056635A1 (fr) * 2017-09-25 2019-03-28 中车株洲电力机车有限公司 Mécanisme de centrage rotatif d'attelage de véhicule ferroviaire, système de commande et procédé d'intervention de véhicule
WO2022008108A1 (fr) 2020-07-09 2022-01-13 Dellner Couplers Ab Dispositif de déviation d'un attelage d'un véhicule ferroviaire, attelage d'un train, wagon d'un véhicule à plusieurs wagons et procédé permettant de coupler un premier wagon d'un véhicule à plusieurs wagons à un second wagon d'un véhicule à plusieurs wagons
SE2150646A1 (en) * 2021-05-20 2022-11-21 Dellner Couplers Ab Coupler with angular position detection assembly, angular position detection system and method

Also Published As

Publication number Publication date
EP3259170A1 (fr) 2017-12-27
EP3259170B1 (fr) 2020-09-30
PL3259170T3 (pl) 2021-03-08
CN107207020A (zh) 2017-09-26
AT516914A1 (de) 2016-09-15
AT516914B1 (de) 2017-02-15
CN107207020B (zh) 2020-09-22

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