WO2023160923A1 - Accouplement de train automatique, véhicule guidé sur rail comprenant un tel accouplement de train automatique, et procédé de désaccouplement de deux accouplements de train automatiques qui sont accouplés l'un à l'autre - Google Patents

Accouplement de train automatique, véhicule guidé sur rail comprenant un tel accouplement de train automatique, et procédé de désaccouplement de deux accouplements de train automatiques qui sont accouplés l'un à l'autre Download PDF

Info

Publication number
WO2023160923A1
WO2023160923A1 PCT/EP2023/051547 EP2023051547W WO2023160923A1 WO 2023160923 A1 WO2023160923 A1 WO 2023160923A1 EP 2023051547 W EP2023051547 W EP 2023051547W WO 2023160923 A1 WO2023160923 A1 WO 2023160923A1
Authority
WO
WIPO (PCT)
Prior art keywords
coupling
train
frog
actuator
uncoupling
Prior art date
Application number
PCT/EP2023/051547
Other languages
German (de)
English (en)
Inventor
Kay Uwe Kolshorn
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 WO2023160923A1 publication Critical patent/WO2023160923A1/fr

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 generally to rail guided vehicles and more particularly to rail vehicles.
  • the invention relates to coupling arrangements for track-guided vehicles, in particular rail vehicles, which contain automatic train couplings.
  • Document DE 29 23 195 C2 relates to an uncoupling device for central buffer couplings on rail vehicles, the coupling lock of which consists of a rotatable disk hook with an articulated coupling eyelet and in which an electric motor is provided as the uncoupling device, which controls the rotary movement of the disk hook via a worm wheel.
  • Document DE 40 13 521 A1 relates to a coupling and uncoupling device for an electric cable coupling and a mechanical center buffer coupling for rail vehicles, the coupling and uncoupling device being drivable by means of a rotary drive which, via a gear, alternately moves the electric cable coupling to the coupled front or spends the uncoupled rear end position and is also provided for actuating an unlocking element of the central buffer coupling and the cable coupling is arranged and guided on the central buffer coupling in a longitudinally displaceable manner in the direction of the coupling axis and the transmission has a shaft arranged perpendicularly to the coupling axis, on which an actuating arm is fixed in a rotationally fixed manner, which engages in a guide rail of the cable coupling arranged perpendicularly to the coupling axis and acts as a direct drive element of the cable coupling and thus a transmission chain in the arrangement of a generally known from the transmission theory and forthcoming cross loop is provided.
  • the publication DE 10 2019 101 996 A1 relates to a train coupling half with a twist lock which includes a frog which is connected in a torque-proof manner to a main pin, can be rotated together with the main pin about a main pin longitudinal axis between a coupled position and an uncoupled position and a mouth for receiving a coupling eyelet has a diametrically opposite traction coupling half.
  • the twist lock also has a coupling eyelet, which is rotatably connected to the frog eccentrically to the longitudinal axis of the main bolt and can be brought into a coupling engagement in a mouth of a frog of the opposite train coupling half.
  • a proximity sensor which has an inductive pick-up and a metal transmitter connected to the main bolt, the inductive pick-up facing the transmitter in the radial direction to the longitudinal axis of the main bolt in order to detect a twisted position of the main bolt in the direction of rotation.
  • the encoder extends along a predetermined angular range in the direction of rotation over the surface of the main bolt, namely from an initial area, which the inductive pickup is directly radially opposite in the coupled position of the main bolt with a receiving surface, to an end area, the the inductive pick-up is in a predetermined deflection position rotated in the direction of the decoupling position of the main bolt with its receiving surface directly opposite radially.
  • this relates to an automatic train coupling, in particular for a freight car of a rail vehicle, according to the preamble of independent patent claim 1.
  • automatic train couplings such as train couplings having the features of the preamble of independent claim 1
  • Such automatic train couplings usually have a coupling head with a coupling housing and a coupling lock with locking up.
  • the coupling lock is designed as a rotary lock with a coupling eyelet and a frog, with the frog being rotatable about a main axis, specifically between a coupled position and an uncoupled position.
  • the coupling eyelet is connected to the frog with a first end or end area such that it can rotate about a coupling eyelet axis and has a second free end or a second free end area.
  • the frog has a mouth for receiving a corresponding second end or a corresponding second end area of a coupling eyelet of a coupling head of a counter-coupling of the same type.
  • 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 generally also referred to as the ready-to-couple position, since in this position the train couplings of the two car bodies 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 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 ratchet 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 ratchet rod prevents the frog from rotating, ie 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. In the first position, in which the plunger is displaced against the spring force, the plunger blocks the ratchet rod in the latching 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 two coupling locks are only subjected to tensile forces, which are distributed evenly over both coupling eyes within the parallelogram formed by the coupling eyes and frogs.
  • Compressive forces 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 coupling head housing.
  • the profile can form sliding and centering surfaces with the cone or 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 frogs should move the latch rods so far that when the vehicles or car bodies are separated, the frogs are prevented from turning back from the overrun position beyond the ready-to-couple position by bringing the latch rods into their latching positions.
  • Uncoupling devices are known in different versions.
  • manually operable, mechanical uncoupling devices have levers, cables and/or chain hoists that act on different types of bolts and, when actuated, cancel the bolted position.
  • Automated uncoupling devices comprise, for example, a pneumatic cylinder or an electric motor as a drive, in particular a linear actuator, which uncouples the train coupling.
  • the document 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 that is non-rotatably connected to the main pin in order to rotate the frog from the coupled position to the uncoupled position.
  • the publication EP 3 470 295 A1 discloses an electric linear actuator which acts on the main bolt via a lever. Since two coupling heads always work together when coupling and uncoupling, the train couplings are designed in such a way that the coupling heads or coupling locks operate alternately.
  • the problem with the known train couplings is that, especially in freight wagons, especially in light vehicles/car bodies, where unavoidable play in the train coupling or in a coupling joint via which the train coupling is connected to the track-guided vehicle, in particular rail vehicle, is favored that when the rotary movement is transferred from the actively actuated coupling head to the passively actuated coupling head, the coupling heads move apart while the rotary movement of the frogs of the coupling heads to open the coupling locks is still taking place.
  • the invention is based on the object of improving an automatic train coupling, as it is mentioned in particular in the preamble of independent patent claim 1, in such a way that in a way that is easy to implement but particularly effective It is established that even with a passively actuated coupling head, the corresponding frog is always locked in the detent position when the coupling head is released from the coupling head of a counter-coupling.
  • the object on which the invention is based is also achieved by a method for uncoupling two automatic train couplings that are coupled to one another.
  • the invention relates in particular to an automatic train coupling of a track-guided vehicle, in particular for a freight car of a rail vehicle.
  • the train coupling according to the invention has a coupling head which comprises 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 is evident from the following.
  • the coupling lock is designed as a rotary lock with a coupling eyelet and a frog, the frog being rotatable about a main axis of rotation, specifically 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 a coupling head of a counter-coupling of the same type.
  • the automatic train coupling according to the present invention further comprises an uncoupling device which has an actuator operatively connected to the frog and is adapted to act on the frog as needed to rotate the frog from the coupled position to the uncoupled position.
  • the solution according to the invention is characterized in particular by the fact that the train coupling has a sensor system which is designed to detect a movement of the coupling lock relative to the coupling head housing and/or a position of the coupling lock that deviates from the position of the coupling lock in the coupled position of the frog. to detect and emit a corresponding signal to an actuating device.
  • control device is designed in particular to control the actuator of the uncoupling device as a function of the signal emitted by the sensor system.
  • the train coupling according to the invention is particularly suitable in that it can be operated in a passively actuated operating mode.
  • the passively actuated operating mode it is not necessary for the traction clutch or a control device of the traction clutch to be supplied with an in particular external decoupling command in order to initiate a decoupling process.
  • the train coupling is suitable, based on the operating states or movements or positions of the coupling closure of the train coupling detected by the sensors, i.e. "automatically", to detect whether a counter-coupling coupled to the train coupling is/was initiated an uncoupling process.
  • the control device of the train coupling "knows" that the counter-coupling is initiating a decoupling process and then takes the necessary steps to move the train coupler that has not received the external uncoupler command to the uncoupled position.
  • control device is designed to activate the actuator of the uncoupling device of the train coupling when it is detected by the sensors that the coupling lock of the train coupling is moving or has moved relative to the coupling head housing in such a way that starting from the coupled position, the heart of the train coupling or the coupling lock of the train coupling rotates or has rotated in the direction of the uncoupled position.
  • the sensor system it is also conceivable for the sensor system to be designed to transmit the signal initiating actuation of the actuator of the uncoupling device to the control device if the sensor system detects that the coupling closure is moving or has moved relative to the coupling head housing in such a way that starting from the coupled position, the heart of the coupling closure rotates or has rotated in the direction of the uncoupled position.
  • control device of the train coupling is designed to activate the actuator of the uncoupling device when the sensor system detects that the coupling lock has moved or has moved relative to the coupling head housing in such a way that, starting from the coupled position, the frog rotates or has rotated by a predetermined or definable angle of rotation in the direction of the uncoupled position.
  • the sensor system prefferably be designed to emit the signal initiating actuation of the actuator of the uncoupling device to the control device if the sensor system detects that the coupling closure is moving or has moved relative to the coupling head housing in such a way that that, starting from the coupled position, the frog rotates or has rotated by a predetermined or definable angle of rotation in the direction of the uncoupled position.
  • the previously defined or definable angle of rotation - based on the rotational position of the frog when it is in the coupled position - is an angle of rotation between 5° and 50° and preferably an angle of rotation between 15° and 40° and more preferably a twist angle is between 25° to 40°.
  • the control device when the actuator of the uncoupling device is activated via the signal from the sensors, the control device is designed to activate the actuator of the uncoupling device in such a way that the frog continues to be rotated relative to the coupling head housing with the actuator until the frog is rotated to the uncoupled position.
  • the uncoupling device of the train coupling according to the invention can be operated in an actively actuated operating mode or in a passively actuated operating mode.
  • control device In the actively actuated operating mode of the uncoupling device, the control device is designed in particular to control the actuator of the uncoupling device after or upon receipt of a preferably external uncoupling command entered via an interface in particular, such that the frog is rotated from the coupled position to the uncoupled position.
  • the control device is designed, in particular, to control the actuator of the uncoupling device, depending on a signal emitted by the sensors and relating to a rotational position of the frog, in such a way that the frog continues from the position detected by the sensors to the uncoupled position position is rotated.
  • the rotational position of the frog is in particular a rotational position in which the frog is in an intermediate position between its coupled position and its uncoupled position.
  • the sensor system is designed to detect a rotational position of the frog, with the sensor system being designed in particular:
  • the sensor system is designed to directly or indirectly detect the movement or position of the coupling closure and/or the position of the coupling closure.
  • the sensor system has at least one proximity sensor with an inductive pick-up.
  • the proximity sensor it is possible, for example, to detect a rotation of the main bolt out of its coupled position or into its coupled position. Since the respective frog is connected to the main bolt in a rotationally fixed manner, the functional status of the frog or the coupling eyelet is also known via the twisted position. Both during the coupling process from the ready-to-couple position to the coupled position and during the uncoupling process from the coupled position to the uncoupled position, the main pin rotates together with the frog, so to speak, from a zero position over a predetermined angular range (uncoupling process) or over the predetermined angular range in the zero position (coupling operation) to assume either the uncoupled position or the coupled position. During the processes, the proximity sensor can be used to detect whether the coupling lock is still or already in the coupled position.
  • the proximity sensor can also be used to detect whether the coupling closure is in an intermediate position between the coupling position and the uncoupling position.
  • a sensor that works together with the inductive pickup of a proximity sensor is usually formed by a standard screw screwed radially into the main bolt, the position of the screw head being determined by a comparatively large inductive pickup, i.e. by an inductive pickup with a comparatively large pickup surface , is detected.
  • the sensor system used in the solution according to the invention can already correspond in structural terms to the sensor system that is usually used in train couplings in order to detect that the train coupling is in the coupled state or in the uncoupled state.
  • the sensors usually used can thus continue to be used to also detect intermediate positions between the coupled and the uncoupled position of the coupling closure, which in turn initiates the actuator of the uncoupling device of the train coupling to become active when the train coupling is operated in a passively actuated operating mode becomes.
  • implementations of the train coupling according to the invention provide in particular for the actuator of the uncoupling device to be an electrically, hydraulically or pneumatically actuatable actuator which is preferably connected at least indirectly to the frog via a drive connection in order to remove the frog from the coupled position to the uncoupled position or from an intermediate position between the coupled position and the uncoupled position to the uncoupled position.
  • the uncoupling device and in particular the actuator of the uncoupling device is arranged either completely inside the coupling head housing or completely inside the coupling head housing and a coupling rod adjoining the coupling head housing.
  • the uncoupling device and in particular the actuator of the uncoupling device is accommodated in a space which is either enclosed solely by the coupling head housing or which is enclosed by the coupling head housing together with a corresponding area of the coupling rod.
  • the invention also relates to a track-guided vehicle, in particular a rail vehicle, with an automatic train coupling according to the type of the invention described above.
  • the invention relates to an arrangement with a first train coupling of the type according to the invention described above and a second train coupling serving as a counter-coupling according to the type according to the invention described above, wherein the uncoupling device of the first train coupling is in an actively actuated operating mode and the uncoupling device of the second train coupling is in a passively actuated operating mode actuated operating mode is operated.
  • the first train coupling is operated in an actively actuated operating mode of the uncoupling device, in which the control device is designed, after or upon receipt of a preferably external uncoupling command entered in particular via an interface, to control the actuator of the uncoupling device in such a way that the frog is pulled out of the coupled position is twisted into the uncoupled position.
  • the second train coupling of the arrangement is operated in a passively actuated operating mode of the uncoupling device, with the control device of the second train coupling being designed to control the actuator of the uncoupling device, depending on a signal emitted by the sensor system and relating to a rotational position of the frog, in such a way that the frog is rotated further from the position detected by the sensors into the uncoupled position.
  • the rotational position of the frog is in particular a rotational position in which the frog is in an intermediate position between its coupled position and its uncoupled position.
  • the method according to the invention is a method for uncoupling two automatic train couplings that are coupled to one another, the method having the following method steps in particular:
  • an in particular external uncoupling command is entered via an interface of a control device of an uncoupling device of a first of the two train couplings coupled to one another.
  • the control device of the first train coupling controls an actuator of the uncoupling device of the first train coupling in such a way that the actuator is used to transfer an operatively connected coupling lock of the first train coupling from its coupled position to its uncoupled position.
  • the coupling lock of the first train coupling moves a coupling lock of the second train coupling from its coupled position into an intermediate position between the coupled position and the uncoupled position of the coupling lock of the second train coupling.
  • a third method step the movement of the coupling lock into the intermediate position or the intermediate position of the coupling lock of the second train coupling is detected using a sensor system of the second train coupling and this is reported or signaled accordingly to a control device of an uncoupling device of the second train coupling.
  • the coupling head housing of the automatic train coupling has a special profile, especially on the front.
  • the profile is formed by a cone and a funnel.
  • the cone and funnel are surrounded by a wide, flat end face or one which is provided with open-edged recesses on the end face, forming recessed surface areas. In the latter case, one or more surface areas are provided on the end face, which interact with an end face of a counter-coupling for introducing forces.
  • FIG. 1 schematically shows an arrangement with two automatic train couplings according to an exemplary embodiment of the present invention, the two train couplings being coupled to one another;
  • FIG. 2 schematically shows the arrangement according to FIG. 1, with the left draft coupler being operated in an actively actuated mode of operation and the right draft coupler being operated in a passively actuated mode of operation, in a condition in which the left draft coupler has been actively transitioned to its disengaged position;
  • FIG. 3 the arrangement according to FIG. 2 after the mechanical separation of the two train couplings
  • FIG. 4 the arrangement according to FIG. 3, in a state where the right-hand train coupler has shifted to the uncoupled position.
  • Goods wagons or passenger train wagons that are connected to two automatic train couplings for example of the CargoFlex® type, or with other couplings of the Scharfenberg® type, can be uncoupled manually, hydraulically, pneumatically or electrically. Due to the geometry of the Scharfenberg® coupling lock, it is usually sufficient to decouple only one coupling of a coupled coupling pair. The lock of the counter-coupling is also moved in the uncoupling direction via the system-specific kinematics.
  • the counter-coupling can give way during the uncoupling process and its lock can no longer engage in the ready-to-couple position.
  • the coupling mechanism is actuated on both couplings at the same time, the ready-to-couple position is always reached.
  • both couplings are always decoupled using pneumatic cylinders. The compressed air is transmitted from the actuated side to the counter-coupling via a separate air line. One-sided initiation is therefore sufficient to also actuate the cylinder of the counter-coupling.
  • Control line are transferred to the negative feedback. This could, for example, by two cable lines can be realized via an electrical contact coupling. If there is no electrical contact coupling or if there are no contacts of such an electrical contact coupling, radio transmission is also possible. However, radio transmissions are critical because they can easily be manipulated from the outside, and unwanted uncoupling processes can therefore also be triggered.
  • the invention relates in particular to a mechanism which, without an additional connection, be it pneumatic, hydraulic, mechanical or electrical, safely brings the counter-coupling into the ready-to-couple position via the actuator installed there . This is achieved using sensors that record the movement of the coupling lock.
  • Such a sensor system is usually built in anyway to detect the state of the coupling—coupled or not coupled.
  • the system then works as follows.
  • the counter-coupling recognizes this movement via the sensor and starts - via a controller - its own uncoupling actuator, which then also brings this coupling into the ready-to-couple position.
  • the sensors can be z. B. be a proximity sensor or a rotary encoder. It is completely irrelevant whether the couplings move apart during the uncoupling process or stay together. The speed of the uncoupling process is also irrelevant for safe uncoupling of both couplings into the coupling-ready position.
  • FIG. 1 schematically shows an arrangement consisting of two train couplings 100, 100', each according to an exemplary embodiment of the invention.
  • the two train couplings 100, 100' of the arrangement shown are—at least essentially—designed to be structurally identical to one another.
  • the two train couplings 100, 100' are coupled to one another.
  • each automatic train coupler 100, 100' of the type shown in FIG. 1 arrangement shown a coupling head 1, 1 ', each having a coupling head housing 2, 2' and the coupling closure 3, 3'.
  • the coupling head housing 2, 2' of each train coupling 100, 100' of the arrangement has a profile on the front.
  • the profile is formed by a cone 21, 21' and a funnel.
  • Cones 21, 21' and funnels are each surrounded by a broad, planar face 23, 23' for cooperation with the face of a corresponding counter-coupling.
  • the end face 23, 23' can be formed by an end plate which is detachably connected to the coupling head housing 2, 2' or by an end plate which is formed integrally with the latter.
  • the coupling lock 3, 3′ of each train coupling 100, 100′ is designed as a twist lock with the frog 6, 6′ to which a coupling eyelet 5, 5′ is connected so that it can be rotated about a coupling eyelet axis 8, 8′.
  • the core 6, 6' is in turn rotatable about the main axis 7, 7'.
  • the frog 6, 6' of each train coupling 100, 100' is mounted on a main bolt 19, 19' and is connected to it in a torque-proof manner.
  • a manual operating device (not shown in the drawings) can act on the main pin 19, 19' in order to manually uncouple the coupling lock 3, 3' of the corresponding train coupling 100, 100'.
  • each train coupling 100, 100 can be used to control an actuator of a valve of a compressed air line, in particular a brake air line, which is also not shown in detail, so that the valve opens when the coupling closure 3, 3' is rotated into the coupled position and when the coupling closure 3, 3' is rotated into the uncoupled position, the valve is closed.
  • a valve of a compressed air line in particular a brake air line, which is also not shown in detail
  • the coupling eyelet 5, 5' of each coupling 100, 100' has a first end 5.1, 5.1' at which it is rotatably connected to the frog 6, 6' of the corresponding coupling 100, 100' and an opposite second end 5.2 , 5.2', which can be clamped in a mouth 9', 9 of the frog 6', 6 of a coupling head 1', 1 of the opposite type, in order to mechanically lock the two coupling heads 1, 1' to one another.
  • the coupling eyelet 5, 5' of each train coupling 100, 100' has at its second end 5.2, 5.2' a cross bar not shown in detail in the drawings.
  • each coupling head 1, 1' can be rotated from the uncoupled position into the coupled position against the force of a spring accumulator 4, 4', which is formed, for example, by one or more tension springs.
  • FIG. 4 shows an uncoupled position of the coupling heads 1, 1' and the coupling closures 3, 3'.
  • Such an uncoupled position which is also referred to as a position ready for coupling, can also be the above-mentioned overridden position.
  • the coupling closures 3, 3' of the train couplings 100, 100' are loaded exclusively by tensile forces, whereas the compressive forces are transmitted via the end faces 23, 23' of the end plate.
  • All components of the coupling closure 3, 3' of each train coupling 100, 100' are preferably accommodated within the corresponding coupling head housing 2, 2' and a coupling rod 10, 10' is connected to the coupling head housing 2, 2' in the longitudinal direction of the train coupling, which in addition to the coupling head housing 2, 2', accommodates or can accommodate part of the uncoupling device 11, 11' in the form of an electrically actuated uncoupling device, here the electromotive actuator 12, 12'.
  • FIG. 1 shows the frog 6, 6' of the two train couplings 100, 100' in the coupled position.
  • the frog 6 of the train coupling 100 When moving from the coupled position to the uncoupled position, the frog 6 of the train coupling 100, which is actuated in the actively actuated operating mode, is rotated clockwise against the force of the spring accumulator 4 until the coupling eyes 5, 5' of both train couplings 100, 100' come out of the corresponding mouths 9, 9' of the frogs 6, 6' of the respective train couplings 100, 100' (cf. FIG. 2).
  • At least the heart 6 of the train coupling 100 actuated in the actively actuated operating mode is again rotated counterclockwise by the force of the spring accumulator 4 of the train coupling 100 actuated in the actively actuated operating mode until - at least with regard to the traction coupling 100 actuated in the actively actuated operating mode - the ready-to-couple position is reached.
  • the actuator 12 of the uncoupling device 11 is only activated for the left-hand train coupling 100 in order to rotate the corresponding frog 6 of the train coupling 100 clockwise.
  • the frog 6' of the counter-coupling 100' is also rotated clockwise, so that ultimately the coupling eyelets 6, 6' of both train couplings slide out of the corresponding mouths 9, 9'.
  • the active actuation of the uncoupling device 11 of the left-hand train coupling 100 i.e. the train coupling 100 actuated in the actively actuated operating mode, does not cause the passively actuated train coupling 100', i.e. the right-hand train coupling 100' in the drawings, to be safely transferred to the uncoupled state .
  • the actuator 12' of the uncoupling device 11' of the right-hand train coupling 100' is activated in order to also transfer the frog 6' of the right-hand train coupling 100' to the uncoupled position.
  • each of the two train couplings 100, 100' has a corresponding sensor system 18, 18', which is designed to detect a movement of the coupling closure 3, 3' of the corresponding train coupling 100, 100' relative to the coupling head housing 2, 2' of the corresponding train coupling 100, 100' o- to detect a position of the coupling lock 3, 3' of the corresponding train coupling 100, 100', which deviates from the position of the coupling lock 3, 3' in the coupled position of the frog 6, 6'.
  • This is signaled to a control device of the traction clutch 100', which is actuated in particular in the passively actuated operating mode, the control device depending on the signal emitted by the sensors 18, 18' actuating the actuator 12' of the uncoupling device 11' of the traction clutch 100' operated in the passively actuated operating mode. controlled accordingly.
  • the sensors 18, 18' are designed to emit the signal initiating activation of the actuator 12, 12' of the uncoupling device 11, 11' to the control device if the sensors 18, 18' detect that the coupling closure 3, 3 ', and in particular the coupling lock 3' of the train coupling 100' operated in the passively actuated operating mode, has moved or has moved relative to the coupling head housing 2, 2', in particular the corresponding train coupling 100, 100', such that, starting from the coupled position (cf. FIG 1) the frog 6, 6' of the train coupling 100 operated in the actively actuated operating mode and/or the train coupling 100' operated in the passively actuated operating mode rotates or has rotated towards the uncoupled position.
  • the sensors 18, 18' are designed to emit the signal initiating activation of the actuator 12, 12' of the uncoupling device 11, 11' to the control device when the sensors 18, 18' detect that the coupling closure 3' of the train coupling 100' operated in the passively actuated operating mode and/or the coupling lock 3 of the train coupling 100 operated in the actively actuated operating mode has moved or has moved relative to the coupling head housing 2, 2' of the corresponding train coupling 100, 100' such that, starting from the coupled position the frog 6, 6' rotates or has rotated by a predetermined or definable angle of rotation, for example from 30° to 40°, in the direction of the uncoupled position.
  • a predetermined or definable angle of rotation for example from 30° to 40°
  • the control device is designed to control the actuator 12' of the uncoupling device 11' of the passively actuated operating mode To control train coupling 100 'such that with the actuator 12' the frog 6' of the train coupling 100' operated in the passively actuated operating mode is rotated further relative to the coupling head housing 2' until the frog 6' is finally rotated into the uncoupled position.
  • the sensor system 18' of the train coupling 100' operated in the passively actuated operating mode and/or of the train coupling 100 operated in the actively actuated operating mode is configured in particular to indicate a rotational position of the frog 6, 6' of the train coupling 100' operated in the passively actuated operating mode and/or of the Actively actuated mode of operation operated train clutch 100 to detect.
  • the sensor system 18, 18' is preferably designed to detect a first rotational position of the frog 6, 6' of the train coupling 100' operated in the passively actuated operating mode and/or of the train coupling 100 operated in the actively actuated operating mode, in which the frog 6, 6' of the train coupling 100' operated in the passively actuated operating mode and/or of the train coupling 100 operated in the actively actuated operating mode is in the coupled position, a second rotational position of the frog 6, 6' of the train coupling 100' operated in the passively actuated operating mode and/or of the train coupling 100' operated in the passively actuated operating mode to detect the train coupling 100 operated in the actuated operating mode, in which the frog 6, 6' of the train coupling 100' operated in the passively actuated operating mode and/or of the train coupling 100 operated in the actively actuated operating mode is in the uncoupled position, and a third rotational position of the frog 6, 6' of the train coupling 100' operated
  • the sensor system 18, 18' of the train coupling 100' operated in the passively actuated operating mode and/or the train coupling 100 operated in the actively actuated operating mode is in particular designed to directly or indirectly detect the movement of the clutch lock 3, 3' of the train coupling 100' operated in the passively actuated operating mode. and/or those operated in the actively actuated operating mode Train coupling 100 and/or the position of the coupling closure 3, 3' of the train coupling 100' operated in the passively actuated operating mode and/or of the train coupling 100 operated in the actively actuated operating mode.
  • the sensor system 18, 18' preferably has a proximity sensor with an inductive pick-up.
  • a proximity sensor with an inductive pick-up.
  • other embodiments are also possible.
  • each of the assemblies 100, 100' employed in the drawings is operable in either an actively actuated mode of operation or a passively actuated mode of operation.
  • the control device assigned to the corresponding uncoupling device 11, 11' is designed to control the actuator 12, 12' of the corresponding uncoupling device 11, 11 after or upon receipt of a preferably external uncoupling command entered in particular via an interface 'To be controlled in such a way that the frog 6, 6' of the train coupling 100 operated in the actively actuated operating mode is rotated from the coupled position to the uncoupled position.
  • the control device is designed to control the actuator 12 as a function of a signal emitted by the sensors 18, 18' and relating to a rotational position of the frog 6, 6' , 12' of the corresponding uncoupling device 11, 11' in such a way that the frog 6, 6' of the train coupling 100' operated in the passively actuated operating mode is rotated further from the position detected by the sensors 18, 18' into the uncoupled position.
  • An in particular external uncoupling command is entered via an interface of a control device of an uncoupling device 11 of the left (actively operated) train coupling 100 .
  • the control device of the left train coupling 100 controls the actuator 12 of the uncoupling device 11 of the left train coupling 100 in such a way indicates that the actuator 12 is used to transfer a coupling closure 3 of the left-hand train coupling 100 from its coupled position to its uncoupled position.
  • the coupling lock 3 of the left train coupling 100 moves the coupling lock 3' of the right train coupling 100' from its coupled position into an intermediate position between the coupled position and the uncoupled position of the coupling closure 3' of the right-hand train coupling 100' is moved.
  • the control device of the right-hand train coupling 100' controls the actuator 12' of the uncoupling device 11' of the right-hand train coupling 100' in such a way that the coupling lock 3' of the right-hand train coupling 100' is also moved into the uncoupled position.
  • a clutch connection (clutch-counter-coupling) is disengaged, triggered by actuation of the actuator of the disengagement device of a clutch, the actuator of the counter-coupling is thus automatically actuated for disengagement.
  • the decoupling of the actively operated train coupling is triggered, for example, by pressing a button on the car body, by remote triggering via radio, WLAN, etc.
  • the actuation of the actuator of the uncoupling device of the passively actuated mating clutch takes place when a variable/signal at least indirectly describing a movement of the clutch lock of one of the clutches coupled to one another is detected.

Landscapes

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

Abstract

L'invention concerne un accouplement de train automatique (100, 100'), en particulier pour un wagon de marchandises d'un véhicule guidé sur rails. L'accouplement de train automatique (100, 100') présente une tête d'accouplement (1, 1') munie d'une fermeture d'accouplement (3, 3') qui comporte un verrou, et la fermeture d'accouplement (3, 3') est conçue sous la forme d'un verrou rotatif doté d'une liaison d'accouplement (5, 5') et d'un noyau (6, 6') qui peut être mis en rotation entre une position accouplée et une position désaccouplée. L'accouplement de train (100, 100') selon l'invention comprend en outre un dispositif de désaccouplement (11, 11') pourvu d'un actionneur (12, 12') qui est relié de manière fonctionnelle au noyau (6, 6') et qui est conçu pour agir sur le noyau (6, 6') à la demande afin de faire tourner le noyau (6, 6') de la position accouplée à la position désaccouplée. L'accouplement de train (100, 100') selon l'invention comprend un système de capteur (18, 18') qui est conçu pour détecter directement ou indirectement un mouvement de la fermeture d'accouplement (3, 3') et délivrer un signal correspondant à un dispositif de commande qui actionne l'actionneur (12, 12') du dispositif de désaccouplement (11, 11') sur la base du signal émis par le système de capteur (18, 18').
PCT/EP2023/051547 2022-02-28 2023-01-23 Accouplement de train automatique, véhicule guidé sur rail comprenant un tel accouplement de train automatique, et procédé de désaccouplement de deux accouplements de train automatiques qui sont accouplés l'un à l'autre WO2023160923A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102022104692.3A DE102022104692A1 (de) 2022-02-28 2022-02-28 Automatische zugkupplung, spurgeführtes fahrzeug mit einer solchen automatischen zugkupplung sowie verfahren zum entkuppeln von zwei miteinander gekuppelten automatischen zugkupplungen
DE102022104692.3 2022-02-28

Publications (1)

Publication Number Publication Date
WO2023160923A1 true WO2023160923A1 (fr) 2023-08-31

Family

ID=85076458

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/EP2023/051547 WO2023160923A1 (fr) 2022-02-28 2023-01-23 Accouplement de train automatique, véhicule guidé sur rail comprenant un tel accouplement de train automatique, et procédé de désaccouplement de deux accouplements de train automatiques qui sont accouplés l'un à l'autre

Country Status (2)

Country Link
DE (1) DE102022104692A1 (fr)
WO (1) WO2023160923A1 (fr)

Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE2923195C2 (fr) 1979-06-08 1988-07-14 Scharfenbergkupplung Gmbh, 3320 Salzgitter, De
DE4013521A1 (de) 1990-04-27 1991-10-31 Scharfenbergkupplung Gmbh Kuppel- und entkuppeleinrichtung fuer eine elektrische kabelkupplung und eine mechanische mittelpufferkupplung fuer schienenfahrzeuge sowie eine schaltungsanordnung fuer die betaetigung der kuppel- und entkuppeleinrichtung zum kuppeln und entkuppeln
EP3470295A1 (fr) 2016-08-31 2019-04-17 CRRC Qingdao Sifang Rolling Stock Research Institute Co., Ltd. Mécanisme de désaccouplement automatique pour un attelage de véhicule
US10435046B2 (en) * 2017-04-18 2019-10-08 Qingdao Sri Technology Co., Ltd. Coupler uncoupling control mechanism
DE102019101996A1 (de) 2019-01-28 2020-07-30 Voith Patent Gmbh Zugkupplungshälfte und Verfahren zum Erfassen einer Drehposition des Hauptbolzens einer Zugkupplungshälfte
EP3689705A1 (fr) * 2019-01-31 2020-08-05 Voith Patent GmbH Attelage automatique de trains

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE2923195C2 (fr) 1979-06-08 1988-07-14 Scharfenbergkupplung Gmbh, 3320 Salzgitter, De
DE4013521A1 (de) 1990-04-27 1991-10-31 Scharfenbergkupplung Gmbh Kuppel- und entkuppeleinrichtung fuer eine elektrische kabelkupplung und eine mechanische mittelpufferkupplung fuer schienenfahrzeuge sowie eine schaltungsanordnung fuer die betaetigung der kuppel- und entkuppeleinrichtung zum kuppeln und entkuppeln
EP3470295A1 (fr) 2016-08-31 2019-04-17 CRRC Qingdao Sifang Rolling Stock Research Institute Co., Ltd. Mécanisme de désaccouplement automatique pour un attelage de véhicule
US10435046B2 (en) * 2017-04-18 2019-10-08 Qingdao Sri Technology Co., Ltd. Coupler uncoupling control mechanism
DE102019101996A1 (de) 2019-01-28 2020-07-30 Voith Patent Gmbh Zugkupplungshälfte und Verfahren zum Erfassen einer Drehposition des Hauptbolzens einer Zugkupplungshälfte
EP3689705A1 (fr) * 2019-01-31 2020-08-05 Voith Patent GmbH Attelage automatique de trains

Also Published As

Publication number Publication date
DE102022104692A1 (de) 2023-08-31

Similar Documents

Publication Publication Date Title
EP3689705B1 (fr) Attelage automatique de trains
EP4263318A1 (fr) Attelage ferroviaire automatique et procédé de désaccouplement d'un attelage ferroviaire automatique
WO2022229254A1 (fr) Attelage automatique simple traction et procédé de désattelage d'un attelage automatique simple traction
EP4263319A2 (fr) Attelage de traction automatique
WO2022229250A1 (fr) Accouplement de traction automatique et procédé de désaccouplement d'un accouplement de traction automatique
DE202020005519U1 (de) Elektrokupplung für ein spurgebundenes Fahrzeug, automatische Kupplung mit einer derartigen Elektrokupplung
EP0342502B1 (fr) Attelage automatique pour véhicules ferroviaires
EP1149751B1 (fr) Dispositif d' actionnement d' un adaptateur de longueur et/ou d' un dispositif de verrouillage d' un attelage automatique
WO2021185497A1 (fr) Agencement d'accouplement
WO2023161459A1 (fr) Accouplement de train automatique et procédé de fonctionnement d'un accouplement de train automatique
WO2023160923A1 (fr) Accouplement de train automatique, véhicule guidé sur rail comprenant un tel accouplement de train automatique, et procédé de désaccouplement de deux accouplements de train automatiques qui sont accouplés l'un à l'autre
EP0578073B1 (fr) Attelage de remorque
WO2015121290A1 (fr) Tête de couplage d'un attelage automatique à tampon central
DE102020204445A1 (de) Elektrokupplung für ein spurgebundenes Fahrzeug, automatische Kupplung mit einer derartigen Elektrokupplung und Verfahren zum Kuppeln und Entkuppeln
DE102020121079A1 (de) Automatische Luftkupplung für ein Schienenfahrzeug
EP2371657A1 (fr) Tête d'accouplement d'un attelage central automatique
DE4222569C2 (de) Mittelpufferkupplung der Bauart Scharfenberg für Schienenfahrzeuge mit indirekt wirkender Druckluftbremse
DE102019121649A1 (de) Automatische Luftkupplung für ein Schienenfahrzeug
WO2024017640A1 (fr) Couplage de train automatique, véhicule ferroviaire doté d'un couplage de train automatique, et procédé de couplage et de découplage d'un couplage de train automatique
WO2006125716A1 (fr) Systeme d'entrainement destine a un aiguillage
EP3883358B1 (fr) Dispositif d'accouplement, véhicule utilitaire agricole et procédé d'accouplement mècanique et d'alimentation en fluides entre un véhicule porteur et une superstructure
WO2024061686A1 (fr) Accouplement de train automatique
WO2024115659A1 (fr) Attelage à contact électrique pour un attelage à tampon central automatique d'un véhicule sur rails, et attelage à tampon central automatique ayant un tel attelage à contact électrique
DE102023002519A1 (de) Unter Zuglast bedienbares Verriegelungselement für Schienenfahrzeugkupplungen
WO2024068388A1 (fr) Procédé de désassemblage et de réassemblage d'un train, attelage automatique de train et train

Legal Events

Date Code Title Description
121 Ep: the epo has been informed by wipo that ep was designated in this application

Ref document number: 23701917

Country of ref document: EP

Kind code of ref document: A1

WWE Wipo information: entry into national phase

Ref document number: 2023701917

Country of ref document: EP

ENP Entry into the national phase

Ref document number: 2023701917

Country of ref document: EP

Effective date: 20240930