EP3259170A1 - Verfahren und einrichtung zur zentrierung einer ungekuppelten mittelpufferkupplung - Google Patents
Verfahren und einrichtung zur zentrierung einer ungekuppelten mittelpufferkupplungInfo
- Publication number
- EP3259170A1 EP3259170A1 EP16704007.0A EP16704007A EP3259170A1 EP 3259170 A1 EP3259170 A1 EP 3259170A1 EP 16704007 A EP16704007 A EP 16704007A EP 3259170 A1 EP3259170 A1 EP 3259170A1
- Authority
- EP
- European Patent Office
- Prior art keywords
- central buffer
- buffer coupling
- centering
- rail vehicle
- coupling
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
Links
- 238000010168 coupling process Methods 0.000 title claims abstract description 98
- 230000008878 coupling Effects 0.000 title claims abstract description 93
- 238000005859 coupling reaction Methods 0.000 title claims abstract description 93
- 238000000034 method Methods 0.000 title claims abstract description 20
- 230000003287 optical effect Effects 0.000 claims description 6
- 238000001514 detection method Methods 0.000 description 4
- 230000007704 transition Effects 0.000 description 3
- 230000008901 benefit Effects 0.000 description 2
- 238000013022 venting Methods 0.000 description 2
- 238000004891 communication Methods 0.000 description 1
- 238000012937 correction Methods 0.000 description 1
- 238000013016 damping Methods 0.000 description 1
- 230000002950 deficient Effects 0.000 description 1
- 238000010586 diagram Methods 0.000 description 1
- 238000005265 energy consumption Methods 0.000 description 1
- 230000000977 initiatory effect Effects 0.000 description 1
- 238000012423 maintenance Methods 0.000 description 1
- 238000005065 mining Methods 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
- B61G7/00—Details or accessories
- B61G7/10—Mounting of the couplings on the vehicle
- B61G7/12—Adjustable coupling bars, e.g. for centralisation purposes
Definitions
- the invention relates to a method and a device for centering a central buffer coupling.
- Vehicle-guided rail vehicles required, which all operational shunting and dome operations
- Clutches at the beginning of the train and at the end of the train are resiliently held in the middle position with a suitable device in order to prevent a swinging movement of the clutch while driving.
- This can be a coupling process in one
- the invention is therefore based on the object of specifying a method and a device for centering an uncoupled central buffer coupling, with which the uncoupled at each of the vehicle traversable track radius
- Central buffer couplings can be centered.
- the clutch is power assisted brought into a position (debit position) in which it is in their respective gripping area, so that an automatic dome operation can be performed without manual intervention.
- a power drive is provided, by means of which the central buffer coupling can be pivoted horizontally in a certain angular range. Typically, this is an angle range of H-30 degrees to the vehicle longitudinal axis
- a control device which comprises means for controlling the drive, for example the power electronics required for this purpose.
- This control device is to be equipped to supply sensor signals by means of which specific criteria can be supplied to the control device. From these signals describing the criterion, the control device determines a respective optimum one
- ungekuppelten central buffer coupling can, similar to known mechanical solutions, the angle of rotation of the next coupling bogie over the
- Vehicle longitudinal axis can be used. This angle of rotation can be easily detected with conventional sensors and provides an accurate way of determining the current
- Central buffer coupling can be determined.
- the geometry of the concrete rail vehicle e.g., the length of the center buffer coupling, the location of the fulcrum, the gripping area
- a disadvantage is that in a transition from straight to curved track sections no centering is done.
- Another criterion for determining the nominal position of the uncoupled central buffer coupling is the position of the rail vehicle on the track. On routes that are measured with sufficient accuracy, the determination of the current position on the track can be done for this position optimal pivoting of the central buffer coupling are determined. For this purpose, a sufficiently accurate position determination is required. As a result, however, can also at a transition from straight to curved track sections an exact position determination.
- Another, advantageous criterion can by means of
- Image recognition of the track position can be obtained.
- suitable image recognition method can be continuously determined the position of the central buffer coupling with respect to the tracks. From this determination can a
- Correction value can be determined and the central buffer coupling are moved to their desired position.
- Image recognition method can be used. For a particularly accurate detection, it is advisable to provide active scanning of the area in front of the vehicle by means of light patterns or laser scanning.
- Compilation of the required train combinations as well as a mining operation is possible in which a defective train can be recovered by another train at each position of the route.
- the drive of centering an uncoupled central buffer coupling can be done with all commonly used in rail vehicles means, for example by means of compressed air or electric drive.
- Central buffer couplings are according to the prior art with a resilient
- Equipped return to its geometric center position. This prevents an arbitrary movement of the clutch during driving, which loads the clutch bearing and the end stops and leads to noise.
- a fixed centering is connected to the vehicle frame, about which the coupling rod is rotatable and automatically returns by means of spring force in the middle position. It is particularly advantageous to use such central buffer couplings with an inventive
- Middle position in which the coupling rod automatically returns is adjustable in a certain angle range.
- the centering center is to be equipped with a preferably electric rotary drive. It is particularly advantageous that the so-called overload protection remains effective and the coupling rod against the
- the linear drive must be equipped with suitable means of overload protection (springs, slip clutch) and be decoupled for the coupled operation of the vehicle.
- suitable means of overload protection springs, slip clutch
- this can be done by venting the pneumatic actuator.
- a further embodiment of the invention provides to set up the control device together with a clutch control, which controls the actual coupling process.
- a clutch control which controls the actual coupling process.
- Fig.3 means for centering an uncoupled central buffer coupling.
- Fig.4 clutch bearing with a centering particularly suitable for a rotary drive.
- Fig.l shows an example and schematically a rail vehicle with a centering of an uncoupled
- Central buffer coupling in a view from above. It is a rail vehicle 1, comprising a bogie 5 and a central buffer coupling 2 shown, which is located on a track 4.
- the track 4 has a straight
- Rail vehicle 1 stands with the bogie 5 on the straight track section A, the front of the rail vehicle 1 and especially the central buffer coupling 2 project into the
- Central buffer coupling 2 positioned outside the geometric track center and a coupling with another
- Central buffer coupling 2 is mounted horizontally pivotable relative to the car body of the rail vehicle 1 and can be changed in its angular position by means of a drive 3.
- Fig. 1 shows the initial state, before the
- 2 shows by way of example and schematically rail vehicle with a centering of an uncoupled central buffer coupling in a side view. It is a rail vehicle 1 shown in a side view, wherein by means of an optical image recognition device, the area is detected immediately in front of the front of the rail vehicle 1.
- the optical image recognition device by means of an optical image recognition device, the area is detected immediately in front of the front of the rail vehicle 1.
- Detection 8 extends over the central buffer coupling 2 and the track 4. 3 shows, by way of example and schematically, a block diagram of a device for centering an uncoupled one
- the device comprises a drive 3, which is shown symbolically as a linear drive and a control device 5, which drives the drive 3.
- the control device 5 itself the necessary facilities such as power electronics for electrical
- the control device 5 comprises a
- Interface 7 for data communication with a
- Vehicle control (not shown in Fig. 3) via which operating data can be transmitted bidirectionally.
- this interface 7 for example, a command to
- Control device 5 are transmitted or it can be confirmed a completed centering to the vehicle control. Furthermore, the control device 5 is transmitted at least one criterion 6, by means of which the desired position of the central buffer coupling 2, and the drive 3 by the
- Control device is determined.
- FIG. 4 shows by way of example and schematically a coupling bearing with a centering, which is particularly suitable for a rotary drive. It is shown the rotatable mounting of a central buffer coupling 2 at the location of the clutch bearing. On the left side, the coupling rod is cut, on the right side the attachment 10 for mounting the coupling unit to the vehicle structure.
- the middle, essentially circular component represents the
- This embodiment is particularly suitable for an electrical rotary drive centering. An assembly of the drive can be done below the coupling to the vehicle structure.
- FIG. 5 shows by way of example and schematically a coupling bearing, which is particularly suitable for a linear drive.
- the embodiment shown has a conventional,
- the drive can couple for operation in the coupled state and while driving without intention
- This embodiment is particularly suitable for pneumatic drives, as they are powerless displaced upon venting of the pneumatic cylinder and oppose the deflection of coupled coupling rods no resistance.
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Vehicle Body Suspensions (AREA)
- Mechanical Operated Clutches (AREA)
Abstract
Description
Claims
Priority Applications (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
PL16704007T PL3259170T3 (pl) | 2015-02-16 | 2016-02-12 | Sposób i urządzenie do centrowania niesprzężonego sprzęgu cięgłowo-zderzakowego |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
ATA50114/2015A AT516914B1 (de) | 2015-02-16 | 2015-02-16 | Verfahren und Einrichtung zur Zentrierung einer ungekuppelten Mittelpufferkupplung |
PCT/EP2016/053001 WO2016131716A1 (de) | 2015-02-16 | 2016-02-12 | Verfahren und einrichtung zur zentrierung einer ungekuppelten mittelpufferkupplung |
Publications (2)
Publication Number | Publication Date |
---|---|
EP3259170A1 true EP3259170A1 (de) | 2017-12-27 |
EP3259170B1 EP3259170B1 (de) | 2020-09-30 |
Family
ID=55349855
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP16704007.0A Active EP3259170B1 (de) | 2015-02-16 | 2016-02-12 | Verfahren und einrichtung zur zentrierung einer ungekuppelten mittelpufferkupplung |
Country Status (5)
Country | Link |
---|---|
EP (1) | EP3259170B1 (de) |
CN (1) | CN107207020B (de) |
AT (1) | AT516914B1 (de) |
PL (1) | PL3259170T3 (de) |
WO (1) | WO2016131716A1 (de) |
Families Citing this family (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
WO2019056635A1 (zh) * | 2017-09-25 | 2019-03-28 | 中车株洲电力机车有限公司 | 一种轨道车辆车钩旋转对中机构、控制***及车辆救援方法 |
JP7058906B2 (ja) * | 2017-09-27 | 2022-04-25 | 日本信号株式会社 | 鉄道車両用連結装置 |
EP4178844A1 (de) | 2020-07-09 | 2023-05-17 | Dellner Couplers AB | Vorrichtung zum umlenken einer zugkupplung, zugkupplung, mehrwagenwagen und verfahren zum koppeln eines mehrwagenwagens |
SE2150646A1 (en) * | 2021-05-20 | 2022-11-21 | Dellner Couplers Ab | Coupler with angular position detection assembly, angular position detection system and method |
Family Cites Families (8)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US3365078A (en) * | 1966-01-11 | 1968-01-23 | Halliburton Co | Apparatus to facilitate the coupling of railway cars |
US3520421A (en) * | 1966-06-03 | 1970-07-14 | Pullman Inc | Coupler positioning arrangement for railway vehicles |
US3642149A (en) * | 1969-12-15 | 1972-02-15 | Holland Co | Coupler-positioning device for railroad car couplers |
DE10162731A1 (de) * | 2001-12-20 | 2003-07-03 | Voith Turbo Scharfenberg Gmbh | Vorrichtung zur horizontalen Mittenrückstellung für eine mittels eines Kupplungsschafts schwenkbar an einem Schienenfahrzeug angebrachte Mittelpufferkupplung |
CN101475012B (zh) * | 2009-01-23 | 2012-05-30 | 齐齐哈尔轨道交通装备有限责任公司 | 车钩缓冲装置 |
KR20150132243A (ko) * | 2013-03-22 | 2015-11-25 | 웹텍 홀딩 코포레이션 | 자동화된 커플러 포지셔닝 디바이스 |
JP5841697B2 (ja) * | 2013-05-22 | 2016-01-13 | 川崎重工業株式会社 | 連結器システム及び鉄道車両 |
DE102014101986A1 (de) * | 2014-02-17 | 2015-08-20 | Voith Patent Gmbh | Kupplungsvorrichtung für einen Wagenkasten mit einem über ein Laufwerksystem geführten Fahrzeughauptrahmen |
-
2015
- 2015-02-16 AT ATA50114/2015A patent/AT516914B1/de not_active IP Right Cessation
-
2016
- 2016-02-12 PL PL16704007T patent/PL3259170T3/pl unknown
- 2016-02-12 EP EP16704007.0A patent/EP3259170B1/de active Active
- 2016-02-12 WO PCT/EP2016/053001 patent/WO2016131716A1/de active Application Filing
- 2016-02-12 CN CN201680010566.XA patent/CN107207020B/zh active Active
Also Published As
Publication number | Publication date |
---|---|
PL3259170T3 (pl) | 2021-03-08 |
WO2016131716A1 (de) | 2016-08-25 |
CN107207020B (zh) | 2020-09-22 |
CN107207020A (zh) | 2017-09-26 |
AT516914B1 (de) | 2017-02-15 |
EP3259170B1 (de) | 2020-09-30 |
AT516914A1 (de) | 2016-09-15 |
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