CN117222567A - Automatic train coupling device and method for decoupling an automatic train coupling device - Google Patents
Automatic train coupling device and method for decoupling an automatic train coupling device Download PDFInfo
- Publication number
- CN117222567A CN117222567A CN202280031771.XA CN202280031771A CN117222567A CN 117222567 A CN117222567 A CN 117222567A CN 202280031771 A CN202280031771 A CN 202280031771A CN 117222567 A CN117222567 A CN 117222567A
- Authority
- CN
- China
- Prior art keywords
- coupling
- decoupling
- automatic train
- central part
- cylinder
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Pending
Links
- 238000010168 coupling process Methods 0.000 title claims abstract description 211
- 238000005859 coupling reaction Methods 0.000 title claims abstract description 211
- 230000008878 coupling Effects 0.000 title claims abstract description 209
- 238000000034 method Methods 0.000 title claims description 8
- 230000002706 hydrostatic effect Effects 0.000 claims description 3
- 230000008901 benefit Effects 0.000 description 5
- 210000000078 claw Anatomy 0.000 description 5
- 238000009434 installation Methods 0.000 description 5
- 230000007613 environmental effect Effects 0.000 description 2
- 230000010354 integration Effects 0.000 description 2
- 230000007704 transition Effects 0.000 description 2
- 230000009471 action Effects 0.000 description 1
- 230000006978 adaptation Effects 0.000 description 1
- 238000010276 construction Methods 0.000 description 1
- 230000001419 dependent effect Effects 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 238000004519 manufacturing process Methods 0.000 description 1
- 238000003825 pressing Methods 0.000 description 1
- 230000008569 process Effects 0.000 description 1
- 238000000926 separation method Methods 0.000 description 1
- 239000000725 suspension Substances 0.000 description 1
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
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Actuator (AREA)
- Transmission Devices (AREA)
Abstract
The invention relates to an automatic train coupling device, in particular for a freight compartment of a rail vehicle, having a coupling head which comprises a coupling head housing and a coupling chain with a locking device, wherein the coupling chain is designed as a rotary lock with a coupling collar and a central part, wherein the central part can be rotated about a main axis between a coupled position and a uncoupled position, the coupling collar being connected to the central part by a first end part in a manner rotatable about a coupling collar axis and having a second free end part; and the central member has an opening arranged to receive a second end of a coupling collar facing the same coupling head. The automatic train coupling device has a decoupling device (11) for acting on the central part (6) in order to rotate the central part (6) from the coupling position into the decoupling position. The automatic train coupling according to the invention is characterized in that the decoupling device (11) is designed as an electrohydraulic decoupling device (31) and is arranged completely within the coupling head housing (2) or completely within the coupling head housing (2) and a coupling rod (10) connected to the coupling head housing (2).
Description
The present invention relates to an automatic train coupling device, in particular for a freight car of a rail vehicle, according to the preamble of claim 1.
An automatic train coupling device of the type described in the invention is known in practice, which has a coupling head with a coupling head housing and a coupling chain with a locking device. The coupling lock is designed as a rotary lock with a coupling and a central part, wherein the central part can be rotated about a spindle between a coupled position and a decoupled position, and the coupling collar is connected to the central part by a first end part in a rotatable manner about a coupling collar axis and has a second free end part. The central member has an opening for receiving a corresponding second end of a coupling collar facing the same coupling head.
A spring energy store is assigned to the central part. The center part can be rotated against the force of the spring energy store from the coupled position into the uncoupled position and can be rotated against the force of the spring energy store from the uncoupled position into the coupled position.
The uncoupled position is also referred to as a coupling ready position, since in this position the coupling devices of the trains of the two carriages can be moved relative to one another and coupled. The coupling lock or its central part can also be opened, if necessary, into a position which is overdrawn with respect to the coupling-ready position, i.e. to an extent which exceeds the requirement. In this overdrawn position, the spring energy store is maximally tensioned. In the context of the invention, this overdrawing position is also a coupling ready position or a decoupling position. Such a coupling ready position or decoupling position is also referred to as a waiting position.
The locking device holds the coupling linkage in a corresponding suitable position or releases it accordingly for transition into another position by rotating the center piece, for example with a push rod which can be moved against the spring force in the coupling direction of the coupling device of the train and with a claw rod which is moved transversely or obliquely to the coupling direction. The pawl lever is connected to the central part in a hinged manner and, when the central part is rotated from the coupling position into the decoupling position, can be moved by the central part into a latching position in which the pawl lever latches the central part back in rotation, i.e. latches the central part in rotation in the direction from the decoupling position into the coupling position. The push rod is in turn movable between a first position and a second position. In a first position in which the push rod is moved against the spring force, the push rod locks the pawl lever in the latched position, and in a second position in which the push rod is moved out of the first position against the spring force, the push rod releases the pawl lever from the latched position.
The function of an automatic train coupling device of the type according to the invention is as follows: the two corresponding coupling heads on the two vehicles to be coupled to each other are thereby locked to each other, so that the second ends of the respective coupling collars each enter into the opening of the central part of the other coupling head and are held in a form-fitting manner by rotating the central part there. Thereby mechanically coupling the two vehicles to each other. The two coupling links are only loaded by a tensile force which is distributed uniformly over the two loops within the parallelogram formed by the coupling loops and the central piece. The pressure is transmitted by a special profile of the front side of the coupling head housing, wherein the profile, as is advantageous in the present invention, generally comprises a cone and a funnel surrounded by a wide, in particular flat end surface. The profiled contour may be constituted by a separate end plate attached to the front of the coupling head housing. The profiled contour may form a sliding and centering surface with the cone and the funnel and define the grip area in particular with respect to lateral offset, height offset and angular offset. When the coupling heads meet, they are centered with respect to each other and slide into each other.
When two rail vehicles are moved toward one another, the coupler lock or the center piece of the rail vehicle is in a coupled or uncoupled position, in which the center piece is held in particular by a detent lever in the detent position. During coupling, the cone protrudes into the funnel of the coupling head housing profile. The cone presses on the plunger and pushes it back, so that the plunger releases the pawl from its locking position. The coupling is thereby released and rotated by the force of the corresponding spring energy store until the center piece comes to rest against a predetermined stop, which is usually located on the coupling head housing. The coupling collar guided in the funnel is thereby snapped into the central part opening, the two couplings being snapped into each other and reaching the coupling position. Undesired separation of the coupling linkage is not possible. Normal wear does not affect the safety of the coupler links.
In order to decouple the coupling heads, the decoupling device rotates the two couplings, i.e. the two center pieces, against the force of the spring energy store until the coupling collar slides out of the opening of the center piece. The pivoting center part should in this case displace the claw lever to such an extent that, when the vehicle is disconnected, the center part is prevented from pivoting out of the overdrawing position beyond the coupling-ready position by the claw lever being brought into its latching position.
Decoupling devices are known in different embodiments. The manually operable mechanical decoupling device has, for example, a lever, a cable and/or a chain block, which acts on the various types of locking devices and releases the locking position during operation. The automated decoupling device comprises a pneumatic cylinder or an electric motor, in particular a linear actuator for decoupling the train coupling, as a drive. DE 29 23 c 195 C2, for example, discloses a remotely operable decoupling device for an intermediate damper coupling device of a rail vehicle, in which a lever, which is connected to a main bolt in a rotationally fixed manner by means of a cam disk, is operated by an electric motor in order to rotate a central part from a coupled position into a decoupled position. EP 3,470,295 A1 discloses an electrical linear actuator which is acted upon by a lever on a main pin.
The known automated decoupling devices require a relatively large installation space and are arranged outside the coupling head housing outside the automatic train coupling device. In order to protect the decoupling device from the environment, a closing cap for shielding the decoupling device from the environment may be provided. The disadvantage of the known embodiments is the design outlay associated with these closures and the relatively large installation space required thereby.
Another disadvantage of the known automatic train coupling is that after the decoupling by the decoupling device, the center piece may undesirably rotate into its coupled position when the corresponding rail vehicle with the automatic train coupling is moved during the shunting operation. For example, when pushing rail vehicles over undulating hills (acrolberg), there is a risk that the just decoupled automatic train coupling device may be re-coupled before the rail vehicle is driven against the car arranged in the directional track. Unexpected coupling requires re-decoupling of the coupling parts, which requires additional time expenditure and affects the scheduling.
The object of the present invention is to improve an automatic train coupling device, in particular for a freight compartment of a rail vehicle, according to the above-described embodiment, such that the outlay in terms of design and production costs are reduced, and at the same time the required installation space is minimized, and the decoupling device is reliably protected from environmental influences. Furthermore, a method for decoupling an automatic train coupling is to be provided, in which the above-described disadvantages are avoided.
The object is achieved according to the invention by an automatic train coupling device having the features of claim 1. Advantageous and particularly advantageous embodiments of the invention and rail vehicles having an automatic train coupling according to the invention are specified in the dependent claims.
An automatic train coupling device according to the invention, in particular for a freight car of a rail vehicle, has a coupling head which comprises a coupling head housing and a coupling chain with a locking device. The locking means that the coupling linkage can be locked in a rotationally fixed manner in at least one position, as will be seen below.
The coupling chain is designed as a rotary lock with a coupling collar and a central part, wherein the central part can be rotated about a main rotation axis between a coupled position and a decoupled position. The coupling collar is rotatably connected to the central member by a first end portion about a coupling collar axis and has a second free end portion.
The central member has an opening arranged to receive a second end of a coupling collar facing the same coupling head.
Furthermore, a decoupling device is provided for acting at least indirectly on the central part in order to rotate the central part from the coupled position into the decoupled position.
The locking device can hold the center piece in a rotationally fixed manner in a decoupled position, the so-called coupling ready position.
According to the invention, the decoupling device is designed as an electrohydraulic decoupling device and is arranged either completely within the coupling head housing or the decoupling device is arranged completely within the coupling head housing and the coupling rod connected thereto, i.e. in a space which is surrounded either individually by the coupling head housing or is surrounded jointly by the coupling head housing and the corresponding region of the coupling rod.
By means of the embodiment according to the invention, an additional closing cap for the decoupling device can be dispensed with, and at the same time good protection of the decoupling device from environmental influences can be ensured. Outside the coupling head housing and, if necessary, outside the corresponding parts of the coupling rod, no installation space is required for the decoupling device.
For this purpose, the electrohydraulic decoupling device comprises at least one electric motor, a hydraulic pump, in particular a hydrostatic pump, which can be driven by the electric motor, and at least one cylinder/piston unit, which can be acted upon by the pump, wherein the piston of the cylinder/piston unit is arranged and designed to act preferably directly on the center piece in order to rotate the center piece from the coupled position into the decoupled position. The cylinder/piston unit is positioned relative to the central part in such a way that the piston acts on the central part and exerts a moment on the central part when it is moved to a distance from the rotational axis or main axis of the central part. This design is distinguished by a low number of functional components and by a particularly simple and compact design.
In a particularly advantageous embodiment, the electric motor and the hydraulic pump are combined to form an electrohydraulic drive, which is hydraulically coupled to the cylinder/piston unit. This offers the advantage that no separate suspension and support means have to be provided for each component, and furthermore that the electrohydraulic drive apparatus can be manufactured, stored, provided and assembled as a compact and preassembled unit. The hydrodynamic coupling is realized by one or more line connections.
In a first embodiment, the electrohydraulic drive system can have at least one connection for establishing a hydraulic connection with an externally arranged operating medium source. The advantage is that the electrohydraulic drive system can be arranged independently of the arrangement of the operating medium source, wherein a central or decentralized operating medium source can be used.
A central operating medium source, which can be coupled to individual decoupling devices, is understood to mean here, for example, a plurality of such coupling devices, which together correspond to an associated operating medium source. A discrete source of operating medium is understood to mean a source of operating medium which is individually distributed to the individual coupling devices. This may be, for example, a closed tank, a canister, etc.
In both cases, the source of operating medium is arranged outside the electrohydraulic device.
In a second embodiment, the electrohydraulic drive system comprises an internal operating medium source. In this case, the operating medium can be supplied completely dispersed without an external line connection between the operating medium source and the pump. In this case, the electrohydraulic drive system has at least one connection for hydraulic coupling to the cylinder/piston unit.
In this case, a closed hydraulic system is preferably formed, in which only leakage losses have to be compensated.
In principle, a plurality of possibilities exist for the arrangement of the electrohydraulic drive system. However, it is preferable to choose to arrange in the region close to the cylinder/piston unit in order to keep the required line connection as short as possible. In a first embodiment, the electrohydraulic drive can be arranged at least partially in the coupling rod, while in a second embodiment the electrohydraulic drive is integrated directly into the coupling head. The first possibility has the advantage that the coupling head is designed relatively compactly and is arranged with the free space originally present in the coupling rod connected to the coupling head, wherein friction-fit or form-fit fixing possibilities for individual components or compact electrohydraulic drives in the coupling rod can be considered.
The integration in the coupling head according to the second embodiment also has the advantage that it can be implemented independently of the design of the coupling rod connected to it, which does not require special adaptations of the coupling rod in terms of possible fixing possibilities.
The decoupling device can be designed particularly compact if the motor has an output rotational axis which is arranged at least substantially radially with respect to the main shaft. The output rotary shaft is thus advantageously directed in the direction of the spindle or intersects the spindle or at least is a main bolt which can be rotated about the spindle and which is connected to the central part in a rotationally fixed manner. The installation space required for the decoupling device, which extends with its longitudinal extension in the direction of the coupling rod longitudinal axis or the coupling head housing longitudinal axis, is significantly narrower than the motor output rotary shaft arranged obliquely or tangentially to such a main pin or main shaft, and can therefore be easily installed in the coupling head housing and, if appropriate, in the adjoining region of the coupling rod.
In order to directly act on the piston of the cylinder/piston unit, the central part has at least one contact surface for the piston surface of the cylinder/piston unit, which contact surface is arranged on the central part outside the main shaft. The cylinder/piston unit is positioned relative to the central part in such a way that the maximum travel of the piston corresponds to the angular travel (angle of rotation) of the central part from the coupled position to the uncoupled position. The path of movement of the piston can preferably be described by a theoretical axis which is spaced apart from the spindle and is arranged obliquely or tangentially to the spindle in order to generate a moment about the spindle when acting on the central part.
The decoupling means can preferably be operated independently of the position of the central piece. The position of the decoupling device can preferably be detected by a sensor, in order to be able to monitor and/or to be able to control the determined position of the decoupling device more specifically. For this purpose, a control device is associated with the decoupling device, which control device accordingly controls the electric motor.
In a particularly advantageous further development, the decoupling device has a locking position in which it locks the rotation of the central part from the decoupling position to the coupling position, wherein a control device is provided, by means of which the decoupling device can be controlled in such a way that it remains in the locking position for a period of time. The duration of the time period can be determined, for example, by active actuation of the switch, for example, by immediately terminating the holding in the locked position when the vehicle driver is unlocked. In principle, a predetermined period of time can also be selected for which the automatic termination is then possible.
The decoupling device according to the invention is thus operated by the motor contained therein and should be distinguished from the above-described locking device which is operated purely mechanically by the mutual approach of the two automatic train coupling devices. Rather, a decoupling device is provided in addition to the mechanical locking device.
A manual operating device is preferably provided, by means of which the center piece can be moved manually into the decoupled position. The automatic train coupling device can be uncoupled by rotating the centre piece into the uncoupled position.
The automatic train coupling device can be provided with a locking device as described in the opening paragraph, which in particular comprises the claw bar and the push rod shown and works as described in the opening paragraph.
The rail vehicle according to the invention has a corresponding automatic train coupling of the type shown.
The invention is described below by way of example with reference to the examples and the figures.
In the drawings:
fig. 1a shows a cross-section of an automatic train coupling according to the invention;
fig. 1b and 1c show the construction of a decoupling device in a schematic simplified view;
fig. 2 shows a partially cut-away view of an automatic train coupling according to the invention in a top view from obliquely above;
fig. 3 shows in a detail view the region of action of the piston directly on the central piece;
fig. 4a and 4b show partial sectional views of the automatic train coupling device according to the invention in the uncoupled position and the coupled position in a top view from obliquely above.
Fig. 1a schematically shows an embodiment of an automatic train coupling according to the invention in a uncoupled position of the coupling lock 3 or of its centre piece 6. The associated decoupling device 11 is also schematically shown. Specifically, the automatic train coupling device has a coupling head 1 including a coupling head housing 2 and a coupling link 3. The coupling chain 3 is designed as a rotary lock with a central part 6 to which the coupling collar 5 is connected rotatably about a coupling collar axis 8. The central member 6 in turn is rotatable about a main shaft 7. The central part 6 is mounted for this purpose on a main bolt 19 and is connected to it in a rotationally fixed manner.
On the one hand, the manual actuating device 20 can act on the master pin 19 as shown in fig. 1a in order to manually decouple the coupling chain 3. On the other hand, the actuator of the valve, not shown in detail here, of the compressed air line, in particular of the brake air line, can be controlled by the master pin 19, so that the valve is opened when the coupling linkage 3 is rotated into the coupling position and closed when the coupling linkage 3 is rotated into the decoupling position.
The coupling collar 5 has a first end 5.1, at which it is rotatably connected to the central piece 6, and an opposite second end 5.2, which is clamped in an opening 9 of the central piece 6 of the corresponding coupling head 1 in order to mechanically lock the two coupling heads 1 to one another. The coupling collar 5 accordingly has a transverse locking device, not shown in detail here, at its second end 5.2.
The central part 6 of each coupling head 1 can be rotated from the uncoupled position into the coupled position against the force of a spring energy store 4, which is formed, for example, by one or more tension springs.
Fig. 1a shows the uncoupled position of the coupling head 1 or of the coupling chain 3. This decoupling position, which is also referred to as the coupling ready position, can also be the above-described overdrawing position.
When the two coupling heads 1 are moved toward each other in the decoupling position of the coupling chain or of the central part 6 shown in fig. 1a, the cone 21 protrudes into the funnel 22 and the locking device of the coupling chain 3 is unlocked, for example, by pressing the cone 21 onto the push rod 26 of the locking device, for example, in this case the latching connection of the claw lever 27 is released, so that the central part 6 is no longer prevented from rotating into the coupling position and is rotated into the coupling position, for example, by the force of the spring energy store 4. The coupling collar 5 guided in the funnel 22 engages in the central part opening 9 and the two coupling links 3 hook onto one another.
The coupling linkage 3 is only acted upon by tensile forces, while compressive forces are transmitted via the end face 23 of the end plate 24.
The decoupling device 11 comprises at least one electric motor 12, a hydraulic pump, in particular a hydrostatic pump 30, which can be driven by the electric motor 12, and a cylinder/piston unit 32, which can be hydraulically connected to the pump 30, the piston 36 of which acts on the central part 6. The hydraulic coupling between the pump 30 and the cylinder/piston unit 32 is denoted 33. The cylinder/piston unit 32 is supplied with operating medium by an operating medium source 34, which is connected to the pump 30 by a hydraulic connection. The hydraulic system may be designed as an open or closed system. Closed systems are used in particular for decentralized supply of operating medium.
The motor 12 and the pump 30 are preferably combined into an electrohydraulic drive 31. For this purpose, the motor and the pump can be arranged in a common housing or can be flanged to one another. Fig. 1b shows this design of the decoupling device 11 in a schematic highly simplified schematic illustration. In this case, the operating medium source 34 can also be integrated in the drive device 31 or arranged outside the drive device 31 as indicated by the dashed line in fig. 1 b. The integration of the operating medium source 34 into the drive device provides the advantage here that a closed system is achieved.
A decentralized design, for example as shown in fig. 1c, is also conceivable, i.e. the motor 12 and the pump 30 are arranged spatially separated from one another and only one drive connection is provided between the drive shaft of the motor 12 and the input shaft of the pump 30.
In the embodiment according to fig. 1a, the motor 12, the pump 30 and the preferred operating medium source 34 are arranged at least partially in the coupling rod 10. It is also conceivable to integrate completely in the coupling rod 10.
The cylinder/piston unit 32 is arranged in the coupling head housing 2. The cylinder/piston unit 32 is arranged at a distance from the electrohydraulic drive 31, but is preferably spatially close to it and hydraulically connected to it via a connection 34.
The arrangement is such with respect to the central member 6 that the piston 36 is movable with respect to the central member in order to generate a moment on the central member 6 about the spindle 7. For this purpose, the piston 36 has an active surface in the front end region, which acts on the contact region 14 on the central part 6. The piston 36 of the cylinder/piston unit 32 is spaced apart from the main shaft 7 and is arranged obliquely or at an angle, preferably tangentially, relative to the main shaft. This also applies to the theoretical axis 25 which can describe the path of movement.
In fig. 2, it can be seen in a partial sectional view from above that all parts of the coupling chain 3 are accommodated in the coupling head housing 2 and that the coupling rod 10 is connected to the coupling head housing 2 in the longitudinal direction of the coupling device of the train, which coupling rod accommodates, apart from the coupling head housing 2, a part of the electrical decoupling device 11, in this case the electric motor 12.
Fig. 3 shows the effect of the piston 36 on the contact area 14 of the central part 6 in a detail view. In this case, the central part 6 has a face oriented with respect to the active face on the piston 36, against which face the piston 36 comes to rest when reciprocating in correspondence of the travel path 25, and upon further movement a moment about the spindle 7 is generated on the central part 6.
Furthermore, a control device 13 is provided, by means of which the decoupling device 11 can be controlled in such a way that it remains in the locking position continuously for a period of time. The duration of the time period can be determined, for example, by an active actuation, in particular by means of a switch, for example, in that the holding in the locked position is then terminated when the vehicle driver is unlocking. In principle, a predetermined period of time can also be selected, which is automatically terminated immediately.
It is also possible to alternatively accommodate the entire electrically operated decoupling device 11 completely within the coupling head housing 2, which is not shown here.
Fig. 4a and 4b show the coupling head housing 1 in section, wherein fig. 4a shows the coupling in the uncoupled position and fig. 4b shows the coupling in the coupled position. The function of the electrically operated decoupling device 11 can be explained here on the basis of these figures. Fig. 4a shows the central member 6 in a decoupled position. To bring the center piece from the uncoupled position into the coupled position, the cylinder 36 is moved back.
As shown in fig. 4a, a transition to the uncoupled or coupled-ready state is effected by triggering a decoupling signal, wherein the electric motor 12 is controlled accordingly, for example, by the control device 13. The cylinder 36 of the cylinder/piston unit 32 is thereby pressurized by the electrohydraulic drive device 31 and the piston 36 is extended. Thereby moving the centre piece 6 into the uncoupled position. The movement of the piston rod 36 ends in a so-called hyper-tensile position of the central part 6, which is embodied as a coupling link. The drive 31 is then switched over again and the piston 36 is returned again into the basic position, i.e. the retracted position. At this point, the central part (lock) 6 is slightly moved back into the locking position (pre-loaded/coupled ready position of the lock), wherein the piston 36 has been moved back into the basic position again and thus has no influence on the central part 6.
During the decoupling process, the piston rod 36 is moved here against the defined contour of the central part 6 and moves the central part clockwise on a defined angular path until the maximum travel is exhausted. This travel corresponds to the necessary angular path of the centerpiece and decouples the lock or coupling.
Fig. 4b shows the central member 6 in the coupled position. For switching into the coupled position, the drive device 32 is controlled accordingly, and the cylinder/piston unit 32 is in the basic position with the retracting (contracting) piston 36. The central member 6 can be changed from "ready to couple" to "couple" in a abrupt manner without any force being applied to the central member movement by the decoupling means 11.
List of reference numerals
1 coupling head
2 coupling head housing
3-coupling chain
4 spring energy accumulator
5 coupling buckle ring
5.1 First end portion
5.2 Second end portion
6 center piece
7 main shaft
8 coupling buckle axis
9 openings
10-coupling connecting rod
11 decoupling device
12 motor
12.1 output shaft
13 control device
14 contact area
18 sensor
19 king pin bolt
20 manual operation device
21 cone
22 funnel part
23 end face
24 end plate
25 path of movement
30 hydraulic pump
31 electrohydraulic drive device
32 cylinder/piston unit
33 hydrodynamic coupling
34 source of running medium
35 connection device
36 piston
Claims (13)
1. An automatic train coupling, in particular for a freight car of a rail vehicle,
the automatic train coupling device has a coupling head (1) comprising a coupling head housing (2) and a coupling chain (3) with a locking device, wherein,
the coupling chain (3) is designed as a rotary locking device with a coupling collar (5) and a central part (6), wherein the central part (6) can rotate around a main shaft (7) between a coupling position and a decoupling position, the coupling collar (5) is rotatably connected to the central part (6) around a coupling collar axis (8) by a first end (5.1) and has a second free end (5.2); and is also provided with
The central piece (6) has an opening (9) arranged for receiving a second end (5.2) of a coupling collar (5) facing the same coupling head (1);
the automatic train coupling device has a decoupling device (11) for acting on the central part in order to rotate the central part (6) from a coupling position into a decoupling position;
it is characterized in that the method comprises the steps of,
the decoupling device (11) is designed as an electrohydraulic decoupling device (31) and is arranged completely within the coupling head housing (2) or completely within the coupling head housing (2) and a coupling rod (10) connected to the coupling head housing (2).
2. Automatic train coupling arrangement according to claim 1, characterized in that the electrohydraulic decoupling arrangement (31) comprises an electric motor (12), a hydraulic pump, in particular a hydrostatic pump (30), which can be driven by the electric motor (12), and at least one cylinder/piston unit (32) which can be acted upon by the pump (30), wherein a piston (36) of the cylinder/piston unit (32) is arranged and designed to act directly on the center piece (6) in order to rotate the center piece (6) from the coupling position into the decoupling position.
3. An automatic train coupling according to claim 2, characterized in that the electric motor (12) and the pump (30) are combined into an electrohydraulic drive device (31) which is hydraulically coupled to the cylinder/piston unit (32).
4. An automatic train coupling according to claim 3, characterized in that the electrohydraulic drive device (31) can be coupled to an externally arranged operating medium source (34) or that the electrohydraulic drive device (31) comprises an internal operating medium source (34).
5. Automatic train coupling according to one of claims 3 to 4, characterized in that the electrohydraulic drive device (31) is arranged at least partially in the coupling rod (10).
6. Automatic train coupling according to one of claims 2 to 5, characterized in that at least the electric motor (12), the pump (30) and, in an expanded design, additionally the cylinders (36) of the cylinder/piston unit (32) are arranged in a common housing.
7. Automatic train coupling according to one of claims 2 to 6, characterized in that the electric motor (12) has an output rotary shaft (12.1) which is arranged at least substantially radially with respect to the main shaft (7).
8. Automatic train coupling arrangement according to one of claims 2 to 7, characterized in that the centre piece (6) has at least one abutment surface (14) for abutment of a piston surface of the cylinder/piston unit (32), which abutment surface is arranged on the centre piece (6) outside the main shaft (7), and that the cylinder/piston unit (32) is positioned relative to the centre piece (6) such that the maximum travel of the piston (36) corresponds to the angular path (angle of rotation) of the centre piece (6) from the coupled position to the uncoupled position.
9. Automatic train coupling according to one of claims 1 to 8, characterized in that at least one sensor (18) is provided, which detects the position of the decoupling device (11).
10. Automatic train coupling according to claims 1 to 9, characterized in that the decoupling device (11) has a locking position in which it locks the rotation of the centre piece (6) from the decoupling position to the coupling position, wherein a control device (28) is provided, by means of which the decoupling device (11) can be controlled such that it remains in the locking position continuously over a period of time.
11. A rail vehicle having an automatic train coupling according to one of claims 1 to 10.
12. Method for decoupling an automatic train coupling according to one of claims 1 to 10, wherein the central part (6) is rotated from the coupling position into the decoupling position by the drive of a motor of a decoupling device (11), in particular an electric motor (12), via a drive connection,
it is characterized in that the method comprises the steps of,
in a preselectable operating mode, the decoupling device (11) is held in a locking position and the central part (6) is locked against rotation from the decoupling position into the coupling position by the decoupling device (11).
13. Method according to claim 12, characterized in that a first operating mode, in which the decoupling device (11) re-unlocks the rotation of the central piece (6) from the decoupling position into the coupling position immediately after the central piece (6) has been rotated from the coupling position into the decoupling position, is adjustable by the control device (28), and in that a second operating mode, in which the decoupling device (11) is held in the locking position, is adjustable by the control device (28).
Applications Claiming Priority (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DE102021111207.9 | 2021-04-30 | ||
| DE102021111207.9A DE102021111207A1 (en) | 2021-04-30 | 2021-04-30 | Automatic train coupler and method of uncoupling an automatic train coupler |
| PCT/EP2022/061188 WO2022229254A1 (en) | 2021-04-30 | 2022-04-27 | Automatic traction coupling and method for uncoupling an automatic traction coupling |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN117222567A true CN117222567A (en) | 2023-12-12 |
Family
ID=81850767
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202280031771.XA Pending CN117222567A (en) | 2021-04-30 | 2022-04-27 | Automatic train coupling device and method for decoupling an automatic train coupling device |
Country Status (4)
| Country | Link |
|---|---|
| EP (1) | EP4330110A1 (en) |
| CN (1) | CN117222567A (en) |
| DE (1) | DE102021111207A1 (en) |
| WO (1) | WO2022229254A1 (en) |
Families Citing this family (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE102022104693A1 (en) * | 2022-02-28 | 2023-08-31 | Voith Patent Gmbh | AUTOMATIC TRAIN COUPLING AND METHOD OF OPERATING AN AUTOMATIC TRAIN COUPLING |
| DE102023102659A1 (en) | 2023-02-03 | 2024-08-08 | Knorr-Bremse Systeme für Schienenfahrzeuge GmbH | Digital automatic coupling (DAK) with electromechanical actuator for a rail vehicle and rail vehicle with such a coupling |
| DE102023114226A1 (en) * | 2023-05-31 | 2024-12-05 | Knorr-Bremse Systeme für Schienenfahrzeuge GmbH | Automatic center buffer coupling with an electromechanical actuator |
| DE102023115258A1 (en) | 2023-06-12 | 2024-12-12 | Knorr-Bremse Systeme für Schienenfahrzeuge GmbH | Central buffer coupling for a rail vehicle and rail vehicle with such a central buffer coupling |
| DE102023117027A1 (en) | 2023-06-28 | 2025-01-02 | Knorr-Bremse Systeme für Schienenfahrzeuge GmbH | Method for detecting a complete uncoupling process of a central buffer coupling of a rail vehicle, central buffer coupling for a rail vehicle and rail vehicle with such a central buffer coupling |
| DE102023118506A1 (en) | 2023-07-13 | 2025-01-16 | Knorr-Bremse Systeme für Schienenfahrzeuge GmbH | Digital Automatic Coupling (DAK) with an integrated drive for an electromechanical actuator for a rail vehicle and rail vehicle with such a coupling |
Family Cites Families (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US2290476A (en) * | 1941-08-16 | 1942-07-21 | Ohio Brass Co | Car coupling system |
| DE1200337B (en) * | 1963-05-29 | 1965-09-09 | Bergische Stahlindustrie | Automatic central coupling for connecting two vehicles, especially rail vehicles |
| DE2923195A1 (en) | 1979-06-08 | 1980-12-18 | Scharfenbergkupplung Gmbh | UNLOCKING DEVICE FOR MEDIUM BUFFER CLUTCHES ON RAIL VEHICLES |
| DE4222569C2 (en) * | 1992-07-09 | 2001-10-04 | Alstom Lhb Gmbh | Medium buffer coupling of the Scharfenberg type for rail vehicles with an indirect air brake |
| US5503280A (en) * | 1994-04-26 | 1996-04-02 | Westinghouse Air Brake Company | Timed thrust uncoupling mechanism for passenger transit type railway cars |
| CN106274958B (en) | 2016-08-31 | 2018-02-02 | 中车青岛四方车辆研究所有限公司 | Hitch solves hook mechanism automatically |
-
2021
- 2021-04-30 DE DE102021111207.9A patent/DE102021111207A1/en active Pending
-
2022
- 2022-04-27 CN CN202280031771.XA patent/CN117222567A/en active Pending
- 2022-04-27 WO PCT/EP2022/061188 patent/WO2022229254A1/en active Application Filing
- 2022-04-27 EP EP22726030.4A patent/EP4330110A1/en active Pending
Also Published As
| Publication number | Publication date |
|---|---|
| WO2022229254A1 (en) | 2022-11-03 |
| EP4330110A1 (en) | 2024-03-06 |
| DE102021111207A1 (en) | 2022-11-03 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CN117222567A (en) | Automatic train coupling device and method for decoupling an automatic train coupling device | |
| CN117241983A (en) | Automatic train coupling device and method for decoupling an automatic train coupling device | |
| CN101542063B (en) | Lock device having a multi-part pawl | |
| CN102933424B (en) | Locking device for containers | |
| US7654040B2 (en) | Unlock mechanism for a rotary door operator | |
| CA1059188A (en) | Releasable lock for brakes | |
| CN212047360U (en) | Automatic traction coupling and rail vehicle | |
| US5038896A (en) | Brake cylinder for rail vehicles | |
| CN102991493A (en) | Valve assembly for a trailer braking assembly | |
| CN112092857B (en) | Coupler of railway vehicle and pneumatic control method thereof | |
| US20080277237A1 (en) | Actuator Device For Actuating a Locking Mechanism | |
| CA2882824C (en) | Locking mechanism for pneumatic differential engine for power-operated doors | |
| US6422636B2 (en) | Drive assembly for a moveable vehicle component | |
| PL2067638T5 (en) | Switching valve for raising and lowering a vehicle body | |
| US20230391380A1 (en) | Automatic train coupling | |
| EA012540B1 (en) | Method for releasing at least one spring-loaded brake actuated by means of a hydraulic fluid, and also a device and a hydraulic circuit for carrying out said method | |
| CN107849876A (en) | The safety means with electric driver for front shroud | |
| EP0733505A1 (en) | Motor vehicle with foldable roof, and foldable roof for such a motor vehicle | |
| US6663157B1 (en) | Removable motor vehicle seat | |
| CZ288637B6 (en) | Apparatus for controlling front flaps of diesel rail or control cars | |
| US20040226779A1 (en) | Brake cylinder parking brake system | |
| JPH0218158A (en) | Automatic coupling device for railway rolling stock | |
| KR20030093222A (en) | Device for operating a lock on doors, flaps or similar, in particular on vehicles | |
| US5785159A (en) | Braking mechanism for railroad cars having both pneumatic and mechanical actuators | |
| US5480042A (en) | Lock and coupler for a railway ramp car having fluid and electrical couplings |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PB01 | Publication | ||
| PB01 | Publication | ||
| SE01 | Entry into force of request for substantive examination | ||
| SE01 | Entry into force of request for substantive examination |