EP0711697B1 - Device for establishing the readiness for humping and/or coupling of track-bound vehicles - Google Patents

Device for establishing the readiness for humping and/or coupling of track-bound vehicles Download PDF

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Publication number
EP0711697B1
EP0711697B1 EP95250271A EP95250271A EP0711697B1 EP 0711697 B1 EP0711697 B1 EP 0711697B1 EP 95250271 A EP95250271 A EP 95250271A EP 95250271 A EP95250271 A EP 95250271A EP 0711697 B1 EP0711697 B1 EP 0711697B1
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EP
European Patent Office
Prior art keywords
vehicles
coupling
vehicle
group
coupling elements
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Expired - Lifetime
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EP95250271A
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German (de)
French (fr)
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EP0711697A1 (en
Inventor
Wolfgang Dr. Talke
Martin Jung
Egbert Sonder
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Siemens AG
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Siemens AG
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
    • B61G7/00—Details or accessories
    • B61G7/04—Coupling or uncoupling by means of trackside apparatus
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
    • B61G7/00—Details or accessories

Definitions

  • a trackside is stationary Device for releasing automatic clutches known passing vehicles equipped with central buffer couplings uncoupled by first turning the device into a Working position rises, a clutch-side release lever panned and then lowered again. Also here is a high control and sensory Effort to operate so that vehicle mix-ups and from it resulting incorrect decouplings can be avoided.
  • the invention relates to a vehicle network with the Features according to the preamble of claim 1.
  • Vehicle network is from the German published specification DE-A-14 55 209 known.
  • This group of vehicles consists of at least two track-bound vehicles, each with one device to establish readiness for operation and / or readiness for coupling of the respective vehicle in the vehicle group.
  • the device has one at each end of the vehicle controllable clutch on, via a control device each on lines going through the vehicle network connected; coupling elements are used for coupling the lines of neighboring vehicles of the vehicle group.
  • the object of the present invention is to create a vehicle-side device for a vehicle network to actuate the vehicle's own clutches Vehicles of the vehicle association, in particular for manufacturing the readiness to expire, by means of which, regardless of Orientation of the individual vehicles reliably actuating clutch is selectable.
  • This task is carried out in a vehicle network in Connection with the German laid-open specification 14 55 209 described type according to the invention solved in that the Lines two continuous with respect to the vehicle network Form signal paths in which for all participating vehicles of the Vehicle network selection signals for selection of the to be controlled Couplings can be fed, the control device is each formed by an identification unit that selects those selection signals that are appropriate for your vehicle are determined, and the coupling elements arranged in this way and can be coupled that regardless of the individual Orientation of the vehicles seen in a reference direction all rear clutches via one signal path and all front couplings can be selected via the other signal path or can be controlled.
  • Control signals for are also preferred in the signal paths Transfer of the couplings into a released and / or ready for coupling Position feedable.
  • the for the switching movements of the Couplings necessary energy can a vehicle-side, preferably pneumatic, energy storage devices are removed, the one in the coupled state of the vehicles on a common Compressed air supply line is.
  • the vehicles can preferably be energy self-sufficient by the vehicle-specific Energy supply by one during the Driving over a vehicle axle driven generator or Compressor with a connected energy storage.
  • the control of an actuator for switching the clutch is preferably done by electrical means, the for the actuator required energy from a vehicle side Auxiliary energy source can be removed.
  • the facility can not only bring about the clutch butt position during the vehicle feed, but by delayed execution of the control signal also for the subsequent production of the Serve readiness for coupling after the vehicle e.g. in the free flow in a maneuvering system has passed.
  • a plausibility check serve, for example, from the ventilation of the Brake energy storage closes on a released brake or signals the moment of separation of the control paths.
  • the coupling elements are arranged and can be coupled, that in a reference direction (e.g. in the direction of travel) seen all couplings of the same (e.g. front) vehicle ends on a common one, from the vehicle's own Signal lines formed signal path are connected. Therefore, the individual orientation of the Vehicle.
  • the signal paths each form one serial data bus over which at least the selection signals be transmitted.
  • This Infeed can preferably be via radio or the two-way locomotive respectively.
  • the actual vehicle-specific control signals which by means of the identification unit are selected, the selected clutch or their actuators are supplied.
  • the individual vehicles can preferably use the common Signal paths also include other information, for example Waybill information, fault reports or shock sensor logs for storage and / or further processing be transmitted.
  • Vehicle network provides that the coupling elements of a vehicle end contained in a coupling plug are, preferably together with the controllable Coupling of the respective coupling partner can be coupled.
  • the coupling elements are electrical or are optical connectors.
  • the coupling elements are inductive connectable.
  • the vehicle F shown in Figure 1 is via controllable automatic Couplings ZAK1 at the first end of the vehicle E1 and ZAK2 at the second vehicle end E2 with couplings not shown adjacent vehicles coupled.
  • the clutches ZAK1, ZAK2 can be coupled by actuators A1, A2 or move to standby and push position. Only actuator A1 is explained in detail below, because the actuator A2 is constructed accordingly.
  • For Power supply to the actuators A1, A2 are used for power supply lines L1 to L3, which in the coupled state Vehicles dragged through all vehicles to the pull-off locomotive and they are supplied with energy there.
  • Alternatively can generate the necessary energy for each vehicle be by the rolling motion of a wheel R a generator and / or drives compressor and generated by this Energy is stored in energy stores ES1, ES2.
  • the actuator A1 takes from the energy store ES1, which has a Valve control V1 and a check valve RV to the Compressed air line L1 is connected.
  • the actuation of the Coupling ZAK1 is done by means of an actuator S1 the piston of an actuating cylinder Z1 is articulated.
  • a relay R1 or an output circuit gives output Control commands from a vehicle device FG to the valve control V1 continues to close the piston in cylinder Z1 if necessary move and thus actuate the clutch ZAK1.
  • the Control commands for the clutch ZAK1 are given via a first Vehicle signal line (described in more detail below) SL1 and for the clutch ZAK2 via a second vehicle Signal line SL2 transmitted.
  • Identification unit ID provided, which are only applied via the signal lines SL1, SL2 Signals to the FG vehicle device or to the actuators A1, A2 for controlling the clutches ZAK1, ZAK2, which are selected as intended for the vehicle F.
  • the Selection can take place, for example, in that for the Vehicle F certain signals FSIG1, FSIG2 with a Identifier are provided.
  • the identification unit compares this identifier with a vehicle-specific one Identifier (reference), for example the Car number WN1.
  • the signals FSIG1, FSIG2 only for the selection of the clutch to be addressed Serve vehicle (selection signals) on the signal paths and Signals to control the respective actuator system via a separate continuous data bus can be transmitted.
  • FIG. 2 shows schematically three vehicles F1, F2 in top view, F3 with the basic structure explained in FIG. 1.
  • Each Vehicle points symmetrically to a vehicle longitudinal axis LA containing vertical plane (longitudinal section plane) LSE arranged Coupling elements K12, K22 (F1), K11 ', K12', K21 ', K22 '(F2); K11 '', K12 '', K21 '', K22 '' (F3) on.
  • the coupling elements limit vehicle signal lines running between them SL1, SL2; SL1 ', SL2'; SL1 '', SL2 '.
  • the one vehicle-specific signal line e.g.
  • SL2 ' associated coupling elements K21 'and K22' are with respect to the vehicle ends E1 ', E2' or the vehicle end faces congruent and therefore arranged in alignment.
  • the coupling elements are as electrical connectors so that e.g. the coupling element K22 'with the corresponding coupling element K21 '' of the adjacent vehicle F3 in the coupled state is electrically connected.
  • the vehicle-specific Signal lines SL1, SL1 ', SL1' 'a first Signal path STP1, which all involved and coupled Vehicles F1, F2, F3 pulls through.
  • the signal lines form accordingly SL2, SL2 ', SL2' 'a second signal path STP2, which runs through the vehicles in a corresponding manner.
  • STP1, STP2 are signals SIG1, SIG2 for everyone participating vehicles F1, F2, F3 fed centrally.
  • the Central supply STE for example, cannot be from one Both locomotive shown or a radio receiver.
  • the identification unit of the individual vehicles e.g. B. ID '; F2 selects the signals SIG1, SIG2 contained signals FSIG1, FSIG2, the z. B. for the vehicle F2 are determined. Due to vehicle-specific control signals - the Components of the signals FSIG1, FSIG2 can - will if necessary, the actuators A1, A2 in the input controlled way described. But it can only do that Selection of the rear or front clutch via the Selection signals FSIG1, FSIG2 take place on the signal paths and the action instructions to the preselected actuator a common (not shown) data bus transmitted become.
  • FIG 3 shows an alternative embodiment of the Coupling elements, the two coupling elements of a vehicle end (e.g. E1 '' of vehicle F3) K21 '' or K11 '' symmetrical to the longitudinal section plane LSE of the vehicle F3 or a coupling plug KS are arranged.
  • the coupling plug neighboring vehicles are along with theirs corresponding vehicle couplings can be coupled.
  • the coupling plug KS can also use AE alignment elements for precise Alignment with the corresponding coupling connector KS of the adjacent vehicle.
  • the coupling elements can also designed as optical or inductive connecting elements be.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Arrangement And Mounting Of Devices That Control Transmission Of Motive Force (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
  • Separation Of Suspended Particles By Flocculating Agents (AREA)
  • Lock And Its Accessories (AREA)

Abstract

The train goods waggons are each provided with a controlled coupling (ZAK1',ZAK2') at each end (E1',E2'), coupled via an identification device (ID') to a signal line (SL1',Sl2'). The coupling of adjacent vehicles are coupled together, so that the signal lines provide two signal paths, the identification devices selecting the signal relating to each waggon. The coupling elements allow two signal paths for respective signal transmission directions to be provided, independent of the assembly orientation of the individual waggons.

Description

Um Fahrzeuge beispielsweise eines Guterzuges aus ihrem bisherigen Verband in Einzelfahrzeuge oder Fahrzeuggruppen zu vereinzeln und diese anschließend unterschiedlichen Zugbildungsgleisen einer Rangieranlage zuzuführen, werden die Fahrzeuge mittels einer Abdrücklokomotive in entkoppeltem Zustand über einen Ablaufberg gedrückt. Die Fahrzeuge rollen dann im freien Lauf über eine Verteilzone in die einzelnen Richtungsgleise. Besonders problematisch ist dabei das üblicherweise manuelle - und damit außerordentlich kostenintensive und unfallträchtige - Entschlauchen, Langmachen und Entkuppeln der Fahrzeuge nach einer Zerlegeliste und das Kuppeln und Schlauchen der Fahrzeuge von Hand in den Zugbildungsgleisen.To vehicles, for example, of a freight train from their previous one Individual association in individual vehicles or vehicle groups and then these different train formation tracks The vehicles are fed into a shunting system by means of a push-off locomotive in a decoupled state pressed a drain mountain. The vehicles then roll outdoors Run across a distribution zone into the individual direction tracks. This is usually particularly problematic manual - and therefore extremely cost-intensive and accident-prone - Discharge, make long and uncouple the Vehicles according to a disassembly list and the coupling and hoses of the vehicles by hand in the train formation tracks.

Es sind daher streckenseitige Einrichtungen zum automatischen Entkuppeln zu trennender Eisenbahnfahrzeuge bekanntgeworden (DE-A1-38 19 388), bei denen ein gleisseitiger Auswerfer während des Vorüberlaufens zweier Fahrzeuge die Kupplungsöse der jeweils eingehängten Kupplung vom Kupplungshaken des Kupplungspartners abhebt. Dazu muß jedoch die Kupplung zuvor lö-sungsbereit gemacht werden (sog. Langmachen), was weiterhin manuell erfolgt. Auch das spätere Einhängen der Kupplungsösen und das anschließende Spannen der Kupplungen (Kurzmachen) muß weiterhin von Hand ausgeführt werden. Die bekannte Einrichtung muß beim Lösen der Kupplungen die Geschwindigkeit der Güterwagen haben und anschließend wieder in eine Ausgangsstellung zurückfahren. Dies erfordert hohen technischen Aufwand und begrenzt die zulässige Abdrückgeschwindigkeit.There are therefore trackside devices for automatic Disengaging railway vehicles to be separated became known (DE-A1-38 19 388), in which a track-side ejector during the overrun of two vehicles the coupling eye of the each attached coupling from the coupling partner's coupling hook takes off. To do this, however, the coupling must be ready for solution beforehand be made (so-called long make), which continues done manually. Also the later attachment of the coupling eyes and the subsequent tensioning of the couplings (shortening) must continue to be carried out by hand. The well-known establishment the speed of the Freight wagons and then back to a starting position drive back. This requires a high level of technical effort and limits the permissible pull-off speed.

Aus der DE-A1-24 29 365 ist eine streckenseitige ortsfeste Einrichtung zum Lösen automatischer Kupplungen bekannt, die mit Mittelpufferkupplungen versehene vorüberlaufende Fahrzeuge entkuppelt, indem sich die Einrichtung zunächst in eine Arbeitsstellung erhebt, einen kupplungsseitigen Entriegelungshebel verschwenkt und sich dann wieder absenkt. Auch hier ist ein hoher steuerungstechnischer und sensorischer Aufwand zu betreiben, damit Fahrzeugverwechslungen und daraus resultierende fehlerhafte Entkupplungen vermieden werden.From DE-A1-24 29 365 a trackside is stationary Device for releasing automatic clutches known passing vehicles equipped with central buffer couplings uncoupled by first turning the device into a Working position rises, a clutch-side release lever panned and then lowered again. Also here is a high control and sensory Effort to operate so that vehicle mix-ups and from it resulting incorrect decouplings can be avoided.

Die Erfindung bezieht sich auf einen Fahrzeugverbund mit den Merkmalen gemäß dem Oberbegriff des Anspruchs 1. Ein derartiger Fahrzeugverbund ist aus der deutschen Offenlegungsschrift DE-A-14 55 209 bekannt. Dieser Fahrzeugverbund besteht aus mindestens zwei spurgebundenen Fahrzeugen mit jeweils einer Einrichtung zum Herstellen der Ablaufbereitschaft und/oder Kuppelbereitschaft des jeweiligen Fahrzeugs des Fahrzeugverbunds. Die Einrichtung weist an jedem Fahrzeugende je eine steuerbare Kupplung auf, die über eine Steuereinrichtung jeweils an durch den Fahrzeugverbund gehende Leitungen angeschlossen ist; dabei dienen Kopplungselemente zum Koppeln der Leitungen jeweils benachbarter Fahrzeuge des Fahrzeugverbundes. Bei dem Fahrzeugverbund gemäß der deutschen Offenlegungsschrift läßt sich über eine Ansteueranordnung im Triebfahrzeug jeder einzelne Wagen (Fahrzeug) des Zuges auswählen, und es läßt sich anschließend von dem jeweils ausgewählten Fahrzeug dann durch Bedienen eines Schalters die in Fahrtrichtung betrachtet hintere Kupplung betätigen; das Betätigen einer in Fahrtrichtung betrachtet vorderen Kupplung ist nicht möglich.The invention relates to a vehicle network with the Features according to the preamble of claim 1. Such Vehicle network is from the German published specification DE-A-14 55 209 known. This group of vehicles consists of at least two track-bound vehicles, each with one device to establish readiness for operation and / or readiness for coupling of the respective vehicle in the vehicle group. The device has one at each end of the vehicle controllable clutch on, via a control device each on lines going through the vehicle network connected; coupling elements are used for coupling the lines of neighboring vehicles of the vehicle group. In the vehicle network according to the German laid-open specification can be via a control arrangement in the Locomotive select each individual wagon (vehicle) of the train, and it can be followed by each selected vehicle then by operating a switch Operate rear clutch when viewed in the direction of travel; the Actuation of a front clutch viewed in the direction of travel can not.

Die Aufgabe der vorliegenden Erfindung besteht in der Schaffung einer fahrzeugseitigen Einrichtung für einen Fahrzeugverbund zum Betätigen der fahrzeugeigenen Kupplungen der Fahrzeuge des Fahrzeugverbundes, insbesondere zum Herstellen der Ablaufbereitschaft, mittels derer unabhängig von der Orientierung der individuellen Fahrzeuge zuverlässig die zu betätigende Kupplung auswählbar ist. The object of the present invention is to create a vehicle-side device for a vehicle network to actuate the vehicle's own clutches Vehicles of the vehicle association, in particular for manufacturing the readiness to expire, by means of which, regardless of Orientation of the individual vehicles reliably actuating clutch is selectable.

Diese Aufgabe wird bei einem Fahrzeugverbund der im Zusammenhang mit der deutschen Offenlegungsschrift 14 55 209 beschriebenen Art erfindungsgemäß dadurch gelöst, daß die Leitungen zwei bezüglich des Fahrzeugverbundes durchgehende Signalpfade bilden, in die für alle beteiligten Fahrzeuge des Fahrzeugverbundes Auswahlsignale zur Auswahl der anzusteuernden Kupplungen einspeisbar sind, die Steuereinrichtung jeweils durch eine Identifizierungseinheit gebildet ist, die diejenigen Auswahlsignale selektiert, die für ihr Fahrzeug bestimmt sind, und die Kopplungselemente derart angeordnet und koppelbar sind, daß unabhängig von der individuellen Orientierung der Fahrzeuge in einer Bezugsrichtung gesehen alle hinteren Kupplungen über den einen Signalpfad und alle vorderen Kupplungen über den anderen Signalpfad auswählbar oder ansteuerbar sind.This task is carried out in a vehicle network in Connection with the German laid-open specification 14 55 209 described type according to the invention solved in that the Lines two continuous with respect to the vehicle network Form signal paths in which for all participating vehicles of the Vehicle network selection signals for selection of the to be controlled Couplings can be fed, the control device is each formed by an identification unit that selects those selection signals that are appropriate for your vehicle are determined, and the coupling elements arranged in this way and can be coupled that regardless of the individual Orientation of the vehicles seen in a reference direction all rear clutches via one signal path and all front couplings can be selected via the other signal path or can be controlled.

Bevorzugt sind in die Signalpfade auch Steuersignale zum Überführen der Kupplungen in eine gelöste und/oder kuppelreife Stellung einspeisbar. Die für die Schaltbewegungen der Kupplungen notwendige Energie kann einem fahrzeugseitigen, vorzugsweise pneumatischen, Energiespeicher entnommen werden, der im gekuppelten Zustand der Fahrzeuge an einer gemeinsamen Druckluftversorgungsleitung liegt. Die Fahrzeuge können vorzugsweise energetisch autark sein, indem die fahrzeugindividuelle Energieversorgung durch einen während der Fahrt über eine Fahrzeugachse angetriebenen Generator oder Kompressor mit einem angeschlossenen Energiespeicher erfolgt. Die Steuerung eines Stellorgans zum Schalten der Kupplung geschieht vorzugsweise auf elektrischem Wege, wobei die für das Stellorgan benötigte Energie aus einer fahrzeugseitigen Hilfsenergiequelle entnommen werden kann. Die Einrichtung kann nicht nur zum Herbeiführen der Kupplungs-Stoßstellung während des Fahrzeugzulaufs, sondern durch verzögerte Steuersignalausführung auch zur anschließenden Herstellung der Kuppelbereitschaft dienen, nachdem das Fahrzeug z.B. in den freien Ablauf in einer Rangieranlage übergegangen ist. Zur Feststellung des freien Fahrzeugslaufs kann eine Plausibilitätsprüfung dienen, die beispielsweise aus der Entlüftung des Bremsenergiespeichers auf eine gelöste Bremse schließt oder den Augenblick der Trennung der Steuerpfade signalisiert.Control signals for are also preferred in the signal paths Transfer of the couplings into a released and / or ready for coupling Position feedable. The for the switching movements of the Couplings necessary energy can a vehicle-side, preferably pneumatic, energy storage devices are removed, the one in the coupled state of the vehicles on a common Compressed air supply line is. The vehicles can preferably be energy self-sufficient by the vehicle-specific Energy supply by one during the Driving over a vehicle axle driven generator or Compressor with a connected energy storage. The control of an actuator for switching the clutch is preferably done by electrical means, the for the actuator required energy from a vehicle side Auxiliary energy source can be removed. The facility can not only bring about the clutch butt position during the vehicle feed, but by delayed execution of the control signal also for the subsequent production of the Serve readiness for coupling after the vehicle e.g. in the free flow in a maneuvering system has passed. For Determining the free running of the vehicle can be a plausibility check serve, for example, from the ventilation of the Brake energy storage closes on a released brake or signals the moment of separation of the control paths.

Während bei den eingangs genannten bekannten streckenseitigen Einrichtungen eine zuverlässige Identifizierung der zu lösenden Kupplung mit hochwertigen und aufwendigen Sensoren oder durch die üblicherweise vorab vorzunehmenden manuellen Handlungen erfolgen muß, ist bei der Einrichtung des erfindungsgemäßen Fahrzeugverbundes durch die Anordnung und Ausbildung der Kopplungselemente eine korrekte Auswahl der anzusteuernden Kupplung - ohne Kenntnis und Übermittlung der individuellen Fahrzeugorientierung - automatisch gewährleistet. Dazu sind nach einem wesentlichen Aspekt der vorliegenden Erfindung die Kopplungselemente derart angeordnet und koppelbar, daß in einer Bezugsrichtung (z. B. in Fahrtrichtung) gesehen alle Kupplungen der gleichen (z. B. vorderen) Fahrzeugenden an einem gemeinsamen, von den fahrzeugeigenen Signalleitungen gebildeten Signalpfad angeschlossen sind. Deshalb kommt es nicht auf die individuelle Orientierung des Fahrzeugs an. Bei einer Drehung des Fahrzeugs um 180° (Kehrtwende) ist z. B. nunmehr die bisher dem Signalpfad für die bisherige hintere Kupplung zugeordnete Signalleitung Bestandteil des Signalpfads für die vorderen Kupplungen. Durch die vorgegebene geometrische Zuordnung der Kopplungselemente wird dadurch zwangsweise die Fahrzeugorientierung bei der Übermittlung der Auswahlsignale und ggf. auch der Steuersignale berücksichtigt. Die Signalpfade bilden je einen seriellen Datenbus, über den zumindest die Auswahlsignale übermittelt werden. Ein wesentlicher Vorteil der Erfindung besteht damit in der Möglichkeit einer zentralen Einspeisung der Auswahlsignale für alle beteiligten Fahrzeuge. Diese Einspeisung kann vorzugsweise über Funk oder die Beidrücklok erfolgen. Bevorzugt können über die Signalpfade auch die eigentlichen fahrzeugindividuellen Steuersignale, die mittels der Identzizierungseinheit selektiert werden, der ausgewählten Kupplung bzw. deren Aktorik zugeführt werden. Vorzugsweise können den einzelnen Fahrzeugen über die gemeinsamen Signalpfade auch weitere Informationen, beispielsweise Frachtbriefinformationen, Störungsmeldungen oder Stoßsensorprotokolle zur Speicherung und/oder Weiterverarbeitung übermittelt werden.While in the known track-side mentioned above Establish a reliable identification of the problems to be solved Coupling with high quality and complex sensors or through the manual actions that usually have to be carried out in advance must be done is in the establishment of the invention Vehicle network through the arrangement and training a correct selection of the coupling elements to be controlled Coupling - without knowledge and transmission of the individual Vehicle orientation - automatically guaranteed. To are according to an essential aspect of the present invention the coupling elements are arranged and can be coupled, that in a reference direction (e.g. in the direction of travel) seen all couplings of the same (e.g. front) vehicle ends on a common one, from the vehicle's own Signal lines formed signal path are connected. Therefore, the individual orientation of the Vehicle. When the vehicle is turned 180 ° (U-turn) is e.g. B. now the previously the signal path for the previous rear coupling assigned signal line Part of the signal path for the front clutches. Due to the predetermined geometric assignment of the coupling elements this will force the vehicle orientation when transmitting the selection signals and possibly also the Control signals taken into account. The signal paths each form one serial data bus over which at least the selection signals be transmitted. A major advantage of the invention there is thus the possibility of a central feed the selection signals for all vehicles involved. This Infeed can preferably be via radio or the two-way locomotive respectively. Preferably, the actual vehicle-specific control signals, which by means of the identification unit are selected, the selected clutch or their actuators are supplied. The individual vehicles can preferably use the common Signal paths also include other information, for example Waybill information, fault reports or shock sensor logs for storage and / or further processing be transmitted.

Für ein vollautomatisches Herstellen der Ablaufbereitschaft und/oder Kuppelbereitschaft sind die Kopplungselemente jedes Fahrzeugendes symmetrisch zu einer die Fahrzeuglängsachse enthaltenden vertikalen Ebene (Längsschnittebene) angeordnet und kongruieren mit den jeweils am anderen Fahrzeugende angeordneten Kopplungselementen der jeweiligen Signalleitungen. Damit ergibt sich eine vollsymmetrische Anordnung der Kopplungselemente, so daß diese in beiden möglichen Fahrzeugorientierungen ohne zusätzliche Verbindungsmittel (z. B. Kabel) unmittelbar mit den Kopplungselementen der benachbarten Fahrzeuge zusammenwirken können.For fully automatic production of the readiness for operation and / or readiness for coupling are the coupling elements of each Vehicle end symmetrical to the vehicle longitudinal axis containing vertical plane (longitudinal section plane) arranged and congruent with those arranged at the other end of the vehicle Coupling elements of the respective signal lines. This results in a fully symmetrical arrangement of the coupling elements, so this in both possible vehicle orientations without additional connecting means (e.g. cables) directly with the coupling elements of the neighboring vehicles can work together.

Eine besonders robuste Ausführung der Einrichtung des erfindungsgemäßen Fahrzeugverbundes sieht vor, daß die Kopplungselemente eines Fahrzeugendes in einem Kopplungsstecker enthalten sind, der vorzugsweise zusammen mit der steuerbaren Kupplung des jeweiligen Kupplungspartners koppelbar ist.A particularly robust design of the device of the invention Vehicle network provides that the coupling elements of a vehicle end contained in a coupling plug are, preferably together with the controllable Coupling of the respective coupling partner can be coupled.

Für eine fehlerfreie Signalübertragung auf den Signalpfaden sieht eine besonders robuste und störungsunanfällige Ausbildung der Einrichtung vor, daß die Kopplungselemente elektrische oder optische Verbindungselemente sind. Bei einer gegen Verschmutzungen äußerst unempfindlichen Ausgestaltung der erfindungsgemäßen Einrichtung sind die Kopplungselemente induktiv koppelbar. For error-free signal transmission on the signal paths sees a particularly robust and failure-prone training the device that the coupling elements are electrical or are optical connectors. With one against Soiling extremely insensitive embodiment of the invention The coupling elements are inductive connectable.

Die Erfindung wird nachfolgend anhand einer Zeichnung beispielhaft weiter erläutert; es zeigen:

  • Figur 1 ein zweiachsiges Eisenbahnfahrzeug,
  • Figur 2 mehrere gekuppelte Fahrzeuge und
  • Figur 3 einen Kopplungsstecker.
    • The invention is further explained below using a drawing as an example; show it:
  • FIG. 1 shows a two-axle rail vehicle,
  • Figure 2 several coupled vehicles and
  • Figure 3 shows a coupling plug.

    • Das in Figur 1 gezeigte Fahrzeug F ist über steuerbare automatische Kupplungen ZAK1 am ersten Fahrzeugende E1 und ZAK2 am zweiten Fahrzeugende E2 mit Kupplungen nicht näher dargestellter benachbarter Fahrzeuge gekuppelt. Die Kupplungen ZAK1, ZAK2 lassen sich durch eine Aktorik A1, A2 in Kuppelbereitschaft oder in Ablaufbereitschaft und Stoßstellung bewegen. Nachfolgend wird nur die Aktorik A1 detailliert erläutert, weil die Aktorik A2 entsprechend aufgebaut ist. Zur Energieversorgung der Aktorik A1, A2 dienen Energieversorgungsleitungen L1 bis L3, die im gekuppelten Zustand der Fahrzeuge durch alle Fahrzeuge bis hin zur Abdrücklok geschleift sind und die dort mit Energie versorgt werden. Alternativ kann die notwendige Energie fahrzeugindividuell erzeugt werden, indem die Rollbewegung eines Rades R einen Generator und/oder Kompressor antreibt und von diesem erzeugte Energie in Energiespeichern ES1, ES2 gespeichert wird. Die zur Veränderung der Kupplungsstellung benötigte Stellenergie entnimmt die Aktorik A1 dem Energiespeicher ES1, der über eine Ventilsteuerung V1 und ein Rückschlagventil RV an die Druckluftleitung L1 angeschlossen ist. Die Betätigung der Kupplung ZAK1 geschieht mittels eines Stellorgans S1, das an den Kolben eines Stellzylinders Z1 angelenkt ist. Ein Relais R1 oder eine Ausgabeschaltung gibt ausgangsseitige Steuerbefehle eines Fahrzeugeräts FG an die Ventilsteuerung V1 weiter, um den Kolben im Zylinder Z1 bedarfsweise zu bewegen und damit die Kupplung ZAK1 zu betätigen. Die Ansteuerbefehle für die Kupplung ZAK1 werden über eine erste (nachfolgend näher beschriebene) fahrzeugeigene Signalleitung SL1 und für die Kupplung ZAK2 über eine zweite fahrzeugeigene Signalleitung SL2 übermittelt. In dem Fahrzeuggerät FG ist eine für sich bekannte (Technische Rundschau, CH, 15/91, Seiten 116 bis 119) Identifizierungseinheit ID vorgesehen, die nur diejenigen über die Signalleitungen SL1, SL2 anliegenden Signale zum Fahrzeuggerät FG oder an die Aktoren A1, A2 zur Steuerung der Kupplungen ZAK1, ZAK2 weiterleitet, die als für das Fahrzeug F bestimmt selektiert werden. Die Selektion kann beispielsweise dadurch erfolgen, daß für das Fahrzeug F bestimmte Signale FSIG1, FSIG2 mit einer Identifizierungskennung versehen sind. Die Identifizierungseinheit vergleicht diese Kennung mit einer fahrzeugspezifischen Kennung (Referenz), beispielsweise der Wagennummer WN1. Grundsätzlich können die Signale FSIG1, FSIG2 nur zur Auswahl der anzusprechenden Kupplung eines Fahrzeugs (Auswahlsignale) über die Signalpfade dienen und Signale zur Steuerung der jeweiligen Aktorik über einen separaten durchgehenden Datenbus übertragen werden.The vehicle F shown in Figure 1 is via controllable automatic Couplings ZAK1 at the first end of the vehicle E1 and ZAK2 at the second vehicle end E2 with couplings not shown adjacent vehicles coupled. The clutches ZAK1, ZAK2 can be coupled by actuators A1, A2 or move to standby and push position. Only actuator A1 is explained in detail below, because the actuator A2 is constructed accordingly. For Power supply to the actuators A1, A2 are used for power supply lines L1 to L3, which in the coupled state Vehicles dragged through all vehicles to the pull-off locomotive and they are supplied with energy there. Alternatively can generate the necessary energy for each vehicle be by the rolling motion of a wheel R a generator and / or drives compressor and generated by this Energy is stored in energy stores ES1, ES2. The actuating energy required to change the clutch position The actuator A1 takes from the energy store ES1, which has a Valve control V1 and a check valve RV to the Compressed air line L1 is connected. The actuation of the Coupling ZAK1 is done by means of an actuator S1 the piston of an actuating cylinder Z1 is articulated. A relay R1 or an output circuit gives output Control commands from a vehicle device FG to the valve control V1 continues to close the piston in cylinder Z1 if necessary move and thus actuate the clutch ZAK1. The Control commands for the clutch ZAK1 are given via a first Vehicle signal line (described in more detail below) SL1 and for the clutch ZAK2 via a second vehicle Signal line SL2 transmitted. In the vehicle device FG is a well-known (Technische Rundschau, CH, 15/91, Pages 116 to 119) Identification unit ID provided, which are only applied via the signal lines SL1, SL2 Signals to the FG vehicle device or to the actuators A1, A2 for controlling the clutches ZAK1, ZAK2, which are selected as intended for the vehicle F. The Selection can take place, for example, in that for the Vehicle F certain signals FSIG1, FSIG2 with a Identifier are provided. The identification unit compares this identifier with a vehicle-specific one Identifier (reference), for example the Car number WN1. The signals FSIG1, FSIG2 only for the selection of the clutch to be addressed Serve vehicle (selection signals) on the signal paths and Signals to control the respective actuator system via a separate continuous data bus can be transmitted.

    Figur 2 zeigt schematisch in Aufsicht drei Fahrzeuge F1, F2, F3 mit dem in Figur 1 erläuterten prinzipiellen Aufbau. Jedes Fahrzeug weist symmetrisch zu einer die Fahrzeuglängsachse LA enthaltenden vertikalen Ebene (Längsschnittebene) LSE angeordnete Kopplungselemente K12, K22 (F1), K11', K12', K21', K22' (F2); K11'', K12'', K21'', K22'' (F3) auf. Die Kopplungselemente begrenzen zwischen ihnen verlaufende fahrzeugeigene Signalleitungen SL1, SL2; SL1', SL2'; SL1'', SL2''. Die einer fahrzeugeigenen Signalleitung (z. B. SL2') zugeordneten Kopplungselemente K21' und K22' sind bezüglich der Fahrzeugenden E1', E2' bzw. der Fahrzeugstirnflächen kongruent und damit fluchtend angeordnet. Die Kopplungselemente sind als elektrische Steckverbinder ausgebildet, so daß z.B. das Kopplungselement K22' mit dem korrespondierenden Kopplungselement K21'' des benachbarten Fahrzeugs F3 im gekoppelten Zustand elektrisch leitend verbunden ist. Dadurch bilden die fahrzeugindividuellen Signalleitungen SL1, SL1', SL1'' einen ersten Signalpfad STP1, der alle beteiligten und gekuppelten Fahrzeuge F1, F2, F3 durchzieht. Entsprechend bilden die Signalleitungen SL2, SL2', SL2'' einen zweiten Signalpfad STP2, der in entsprechender Weise die Fahrzeuge durchzieht. In die Signalpfade STP1, STP2 sind Signale SIG1, SIG2 für alle beteiligten Fahrzeuge F1, F2, F3 zentral eingespeist. Die zentrale Einspeisung STE kann beispielsweise von einer nicht gezeigten Beidrücklokomotive oder einem Funkempfänger erfolgen. Die Identifizierungseinheit der einzelnen Fahrzeuge (z. B. ID'; F2) selektiert dabei die in den Signalen SIG1, SIG2 enthaltenen Signale FSIG1, FSIG2, die z. B. für das Fahrzeug F2 bestimmt sind. Aufgrund fahrzeugspezifischer Steuersignale - die Bestandteile der Signale FSIG1, FSIG2 sein können - wird bedarfsweise die Aktorik A1, A2 in der eingangs beschriebenen Weise angesteuert. Es kann aber auch nur die Auswahl der hinteren oder vorderen Kupplung über die Auswahlsignale FSIG1, FSIG2 auf den Signalpfaden erfolgen und die Aktionsanweisungen an die vorab ausgewählte Aktorik über einen gemeinsamen (nicht dargestellten) Datenbus übermittelt werden.FIG. 2 shows schematically three vehicles F1, F2 in top view, F3 with the basic structure explained in FIG. 1. Each Vehicle points symmetrically to a vehicle longitudinal axis LA containing vertical plane (longitudinal section plane) LSE arranged Coupling elements K12, K22 (F1), K11 ', K12', K21 ', K22 '(F2); K11 '', K12 '', K21 '', K22 '' (F3) on. The coupling elements limit vehicle signal lines running between them SL1, SL2; SL1 ', SL2'; SL1 '', SL2 ''. The one vehicle-specific signal line (e.g. SL2 ') associated coupling elements K21 'and K22' are with respect to the vehicle ends E1 ', E2' or the vehicle end faces congruent and therefore arranged in alignment. The coupling elements are as electrical connectors so that e.g. the coupling element K22 'with the corresponding coupling element K21 '' of the adjacent vehicle F3 in the coupled state is electrically connected. As a result, the vehicle-specific Signal lines SL1, SL1 ', SL1' 'a first Signal path STP1, which all involved and coupled Vehicles F1, F2, F3 pulls through. The signal lines form accordingly SL2, SL2 ', SL2' 'a second signal path STP2, which runs through the vehicles in a corresponding manner. In the Signal paths STP1, STP2 are signals SIG1, SIG2 for everyone participating vehicles F1, F2, F3 fed centrally. The Central supply STE, for example, cannot be from one Both locomotive shown or a radio receiver. The identification unit of the individual vehicles (e.g. B. ID '; F2) selects the signals SIG1, SIG2 contained signals FSIG1, FSIG2, the z. B. for the vehicle F2 are determined. Due to vehicle-specific control signals - the Components of the signals FSIG1, FSIG2 can - will if necessary, the actuators A1, A2 in the input controlled way described. But it can only do that Selection of the rear or front clutch via the Selection signals FSIG1, FSIG2 take place on the signal paths and the action instructions to the preselected actuator a common (not shown) data bus transmitted become.

    Die in einer Bezugsrichtung A (beispielsweise Fahrtrichtung) gesehen hinteren Kupplungen ZAK1', ZAK1'' bzw. deren jeweilige Aktoren werden über den einen gemeinsamen Signalpfad STP1 angesteuert. Entsprechend werden die hinsichtlich der Bezugsrichtung A jeweils vorderen Kupplungen ZAK2, ZAK2', ZAK2'' über den anderen gemeinsamen Signalpfad STP2 ausgewählt oder angesteuert. Aufgrund der Anordnung der Kopplungselemente bleibt dies unabhängig von der Orientierung der einzelnen Fahrzeuge stets gewährleistet. Wie in Figur 2 angedeutet, würde nämlich eine in Pfeilrichtung B vorgenommene Drehung des Fahrzeugs F2 um 180° (Kehrtwende) dazu führen, daß nunmehr dessen Koppelelement K11' mit dem Koppelelement K21'' des Fahrzeugs F3, das Koppelelement K21' mit dem Koppelelement K11'' des Fahrzeugs F3, das Koppelelement K12' mit dem Koppelelement K22 des Fahrzeugs F1 und das Koppelelement K22' mit dem Koppelelement K12 des Fahrzeugs F1 gekoppelt ist. Gleichzeitig bildet nunmehr die ursprünglich in Fahrtrichtung A vordere Kupplung ZAK2' die hintere Kupplung des Fahrzeugs F2 und entsprechend die Kupplung ZAK1' nun die vordere Kupplung. Dadurch ist auch weiterhin gewährleistet, daß in Fahrtrichtung A alle hinteren Kupplungen (jetzt) ZAK2' und ZAK1'' weiterhin über den gemeinsamen ersten Signalpfad STP1 angesteuert werden. Entsprechend werden alle vorderen Kupplungen ZAK2, (jetzt) ZAK1', ZAK2'' über den gemeinsamen anderen Signalpfad STP2 angesteuert. Der gemeinsame Signalpfad STP1 enthält hinsichtlich des Fahrzeugs F2 nunmehr die fahrzeugeigene Signalleitung SL2'. Demgemäß wird über diese die in Fahrtrichtung nunmehr hintere Kupplung ZAK2' ausgewählt und bedarfsweise angesteuert. Der Signalpfad STP2 umfaßt entsprechend hinsichtlich des Fahrzeugs F2 nun die Signalleitung SL1'.The in a reference direction A (for example, direction of travel) seen rear clutches ZAK1 ', ZAK1' 'or their respective Actuators are controlled via a common signal path STP1. The same applies to the reference direction A front clutches ZAK2, ZAK2 ', ZAK2' ' selected via the other common signal path STP2 or controlled. Due to the arrangement of the coupling elements this remains independent of the orientation of the individual Vehicles always guaranteed. As indicated in Figure 2, would namely a rotation made in the direction of arrow B. of the vehicle F2 by 180 ° (U-turn) cause now whose coupling element K11 'with the coupling element K21' 'of Vehicle F3, the coupling element K21 'with the coupling element K11 '' of the vehicle F3, the coupling element K12 'with the Coupling element K22 of the vehicle F1 and the coupling element K22 ' is coupled to the coupling element K12 of the vehicle F1. At the same time, it now forms the original in the direction of travel A front clutch ZAK2 'the rear clutch of the vehicle F2 and accordingly the clutch ZAK1 'now the front one Clutch. This also ensures that in Direction of travel A all rear clutches (now) ZAK2 'and ZAK1 '' continues via the common first signal path STP1 can be controlled. All front clutches are made accordingly ZAK2, (now) ZAK1 ', ZAK2' 'over the other one Signal path STP2 activated. The common signal path With regard to the vehicle F2, STP1 now contains the vehicle's own Signal line SL2 '. Accordingly, this is the rear clutch ZAK2 'is now selected in the direction of travel and controlled if necessary. The signal path includes STP2 the signal line corresponding to vehicle F2 SL1 '.

    Figur 3 zeigt eine alternative Ausgestaltungsmöglichkeit der Kopplungselemente, wobei jeweils die beiden Kopplungselemente eines Fahrzeugendes (z. B. E1'' des Fahrzeugs F3) K21'' bzw. K11'' symmetrisch zur Längsschnittebene LSE des Fahrzeugs F3 bzw. eines Kopplungssteckers KS angeordnet sind. Die Kopplungsstecker benachbarter Fahrzeuge sind zusammen mit ihren korrespondierenden Fahrzeugkupplungen koppelbar. Der Kopplungsstecker KS kann zusätzlich Ausrichtelemente AE zur präzisen Ausrichtung bezüglich des korrespondierenden Kopplungssteckers KS des benachbarten Fahrzeugs aufweisen. Auch hier ist durch die symmetrische Anordnung der Koppelelemente K11'', K21'' die vorstehend beschriebene, von der individuellen Fahrzeugorientierung unabhängige Ansteuerbarkeit aller vorderen bzw. hinteren Kupplungen über jeweils einen gemeinsamen Signalpfad gewährleistet. Die Kopplungselemente können auch als optische oder induktive Verbindungselemente ausgestaltet sein.Figure 3 shows an alternative embodiment of the Coupling elements, the two coupling elements of a vehicle end (e.g. E1 '' of vehicle F3) K21 '' or K11 '' symmetrical to the longitudinal section plane LSE of the vehicle F3 or a coupling plug KS are arranged. The coupling plug neighboring vehicles are along with theirs corresponding vehicle couplings can be coupled. The coupling plug KS can also use AE alignment elements for precise Alignment with the corresponding coupling connector KS of the adjacent vehicle. Here too is due to the symmetrical arrangement of the coupling elements K11 '', K21 '' the one described above, from the individual Vehicle orientation independent control of all front or rear clutches via a common one Signal path guaranteed. The coupling elements can also designed as optical or inductive connecting elements be.

    Claims (7)

    1. Group of vehicles comprising at least two tracked vehicles, each having a device for producing humping readiness and/or coupling readiness for the respective vehicle, in which case the device has:
      at each vehicle end (E1, E2) in each case one controllable coupling (ZAK1', ZAK2'), which is in each case connected via a control device to lines (SL1', SL2') which pass through the group of vehicles, and
      coupling elements (K11' to K22') for coupling the lines (SL1', SL2', SL1'', SL2'') of respectively adjacent vehicles (F3) in the group of vehicles,
      characterized in that
      the lines form two signal paths (STP1, STP2) which are continuous with respect to the group of vehicles and into which selection signals (SIG1, SIG2) for selection of the couplings to be actuated can be fed for all the relevant vehicles in the group of vehicles (F1, F2, F3),
      the control device is in each case formed by an identification unit (ID) which selects those selection signals (FSIG1, FSIG2) which are intended for its vehicle (F2), and
      the coupling elements (K12, K22; K1', K21') are arranged and can be coupled in such a manner that, irrespective of the individual orientation of the vehicles (F2), all the rear couplings (ZAK1', ZAK1'') seen in a reference direction (A), can be selected or can be actuated via a signal path (STP1) and all the front couplings (ZAK2, ZAK2', ZAK2'') can be selected or can be actuated via the other signal path (STP2).
    2. Group of vehicles according to Claim 1,
      characterized in that
      control signals for moving the couplings to a released position and/or to a position ready for coupling can also be fed into the signal paths (STP1, STP2).
    3. Group of vehicles according to Claim 1 or 2,
      characterized in that
      the coupling elements (K11'; K21') at each vehicle end (E1) are arranged symmetrically with respect to a vertical plane which includes the vehicle longitudinal axis (LA), that is to say the longitudinal section plane (LSE), and are congruent with the coupling elements (K12', K22'), which are arranged at the other vehicle end (E2), of the respective signal lines.
    4. Group of vehicles according to Claim 3,
      characterized in that
      the coupling elements (K11'', K21'') at one vehicle end (E1'') are contained in a coupling connector (KS).
    5. Group of vehicles according to one of the preceding claims,
      characterized in that
      the coupling elements (K11 to K22'') are electrical connecting elements.
    6. Group of vehicles according to one of Claims 1 to 4,
      characterized in that
      the coupling elements (K11 to K22'') are optical connecting elements.
    7. Group of vehicles according to one of Claims 1 to 4,
      characterized in that
      the coupling elements (K11 to K22'') can be coupled inductively.
    EP95250271A 1994-11-09 1995-11-06 Device for establishing the readiness for humping and/or coupling of track-bound vehicles Expired - Lifetime EP0711697B1 (en)

    Applications Claiming Priority (2)

    Application Number Priority Date Filing Date Title
    DE4441396A DE4441396C1 (en) 1994-11-09 1994-11-09 Goods train signal transmission coupling system
    DE4441396 1994-11-09

    Publications (2)

    Publication Number Publication Date
    EP0711697A1 EP0711697A1 (en) 1996-05-15
    EP0711697B1 true EP0711697B1 (en) 1999-07-28

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    Application Number Title Priority Date Filing Date
    EP95250271A Expired - Lifetime EP0711697B1 (en) 1994-11-09 1995-11-06 Device for establishing the readiness for humping and/or coupling of track-bound vehicles

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    EP (1) EP0711697B1 (en)
    AT (1) ATE182534T1 (en)
    DE (2) DE4441396C1 (en)
    DK (1) DK0711697T3 (en)
    ES (1) ES2135658T3 (en)

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    EP3632770A4 (en) * 2017-11-21 2020-08-12 CRRC Tangshan Co., Ltd. Carriage, head carriage, middle carriage, and train
    EP4368473A1 (en) * 2022-11-14 2024-05-15 KNORR-BREMSE Systeme für Schienenfahrzeuge GmbH Safe uncoupling of rail vehicles

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    DE19547153C1 (en) * 1995-12-16 1996-11-28 Deutsche Bahn Ag Railway shunting procedure in gravity marshalling yard with automatic speed measuring
    DE102017201266A1 (en) 2017-01-26 2018-07-26 Siemens Aktiengesellschaft Method for operating a technical draining system and control device for such a system
    CN109808617B (en) 2017-11-21 2022-03-18 中车唐山机车车辆有限公司 Train and train power supply control method
    DE102019217899B4 (en) 2019-11-20 2021-08-26 Bombardier Transportation Gmbh External control of a rail vehicle to make it ready for coupling
    DE102020204638A1 (en) * 2020-04-09 2021-10-14 Voith Patent Gmbh Coupling, in particular automatic coupling, track-bound vehicle with such a coupling, as well as a vehicle formation and a vehicle formation communication system
    DE102022111772A1 (en) 2022-05-11 2023-11-16 Deutsche Bahn Aktiengesellschaft METHOD FOR OPERATING A RAIL VEHICLE WITH AT LEAST ONE CONTROLLER CLUTCH ON ONE END OF THE VEHICLE
    DE102022111773A1 (en) 2022-05-11 2023-11-16 Deutsche Bahn Aktiengesellschaft METHOD FOR OPERATING A RAIL VEHICLE WITH AT LEAST ONE CONTROLLER CLUTCH ON ONE END OF THE VEHICLE
    DE102022111775A1 (en) 2022-05-11 2023-11-16 Deutsche Bahn Aktiengesellschaft METHOD FOR CONTROLLING A CONTROLLER CLUTCH OF A FIRST RAIL VEHICLE AND A CONTROL DEVICE FOR A CONTROLLER CLUTCH OF A FIRST RAIL VEHICLE
    DE102022134172A1 (en) 2022-12-20 2024-06-20 Deutsche Bahn Aktiengesellschaft METHOD FOR OPERATING A RAIL VEHICLE WITH AT LEAST ONE CONTROLLED COUPLING AT ONE END OF THE VEHICLE

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    DE1455209A1 (en) * 1964-01-02 1969-04-30 Deutsche Bundesbahn Device for remote-controllable uncoupling of automatic couplings, in particular central buffer couplings
    DE1953091C2 (en) * 1969-10-22 1983-06-30 Scharfenbergkupplung Gmbh, 3320 Salzgitter Train coupling remote-controlled release system - uses relays to close pneumatic blocking devices and actuate release cylinder
    GB1392615A (en) * 1972-04-05 1975-04-30 Mini Verkehrswesen Arrangement for transmitting signals selectively to series conne ted receivers
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    DE4302377C2 (en) * 1993-01-28 1998-08-27 Erhard Beule Device for automating the maneuvering of rail vehicles

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    EP3632770A4 (en) * 2017-11-21 2020-08-12 CRRC Tangshan Co., Ltd. Carriage, head carriage, middle carriage, and train
    US11511780B2 (en) 2017-11-21 2022-11-29 Crrc Tangshan Co., Ltd. Carriage, head carriage, middle carriage, and train
    EP4368473A1 (en) * 2022-11-14 2024-05-15 KNORR-BREMSE Systeme für Schienenfahrzeuge GmbH Safe uncoupling of rail vehicles

    Also Published As

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    DE59506462D1 (en) 1999-09-02
    ATE182534T1 (en) 1999-08-15
    ES2135658T3 (en) 1999-11-01
    DK0711697T3 (en) 2000-03-06
    EP0711697A1 (en) 1996-05-15
    DE4441396C1 (en) 1996-02-22

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