• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    Method for centering an uncoupled central buffer coupling (2) of a rail vehicle (1), wherein the central buffer coupling (2) is arranged horizontally pivotable by means of a power-driven drive (3), comprising the following method steps: - detecting at least one specific criterion (6) by a control device ( 5), - determine a desired position of the central buffer coupling (2) by means of the criterion (6), - drive the drive (3) by the control device (5) until the central buffer coupling (2) has assumed the desired position.
    公开号:AT516914A1
    申请号:T50114/2015
    申请日:2015-02-16
    公开日:2016-09-15
    发明作者:Clemens Eger-Hübel
    申请人:Siemens Ag Österreich；
    IPC主号:
    专利说明:

    description
    Method and device for centering an uncoupled central buffer coupling.
    Technical area
    The invention relates to a method and a device for centering a central buffer coupling.
    State of the art
    Modern rail vehicles, in particular
    Passenger rail vehicles for public transport such as subways are almost exclusively equipped with central buffer couplings. These central buffer couplings can be made to automatically engage and disengage, as well as automatically produce the necessary line connections between the vehicles. This is especially necessary for fully automatic, vehicle-guided rail vehicles, which perform all operational shunting and dome operations fully automatically. The limiting factor here is the permissible angular offset of the to be coupled
    Central buffer couplings to each other, which must not exceed a certain level, otherwise the dome operation is not automatically executable. The non-coupled couplings at the beginning of the train and at the end of the train are held with a suitable device resiliently in the center position to prevent a swinging movement of the clutch while driving. As a result, a coupling process can only be performed in a track curve when the radius of curvature does not fall below a certain value and the so-called gripping range of the clutch is not left. In narrower track radii coupling is thus possible only with manual assistance. According to the prior art, this problem can be partially reduced by means of a linkage between the central buffer coupling and the first following bogie, which tracks the central buffer coupling in accordance with the rotational angle of the bogie.
    This method has considerable disadvantages, as the linkage requires space at the bottom of the vehicle and requires regular maintenance. Furthermore, it is at transitions from a straight track section in a curve (corner entry) ineffective, since at this point the bogie in question is not yet rotated relative to the car body.
    Presentation of the invention
    The invention is therefore based on the object of specifying a method and a device for centering an uncoupled central buffer coupling, whereby the uncoupled central buffer couplings can be centered at each track radius traversable by the vehicle.
    The object is achieved by a method having the features of claim 1 and a rail vehicle according to claim 6. Advantageous embodiments are the subject of the subordinate claims.
    According to the basic idea of the invention, a method for centering an uncoupled central buffer coupling of a rail vehicle is described, wherein the central buffer coupling is arranged horizontally pivotable by means of a power driven drive and the following process steps are executed: detecting at least one specific criterion by a control device, determining a desired position of the central buffer coupling by means of the criterion, - controlling the drive by the control device until the central buffer coupling has assumed the desired position.
    As a result, the advantage can be achieved, the central buffer coupling at any time in such a position (angular position to the vehicle longitudinal) to make that a dome operation is executable. 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.
    For this purpose, a power drive is provided, by means of which the central buffer coupling can be pivoted horizontally in a certain angular range. Typically, an angle range of + - 30 degrees to the vehicle longitudinal axis is sufficient.
    Furthermore, a control device is to be provided 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 angular position of the central buffer coupling to the vehicle longitudinal axis (nominal position), in which the central buffer coupling lies centrally in its gripping region. Subsequently, the controls
    Control means the drive so that the central buffer clutch assumes this desired position.
    He is particularly advantageous to perform the inventive method exclusively before a planned coupling process. The angular position of an uncoupled central buffer coupling (each at the Zugenden) is insignificant during operation and relevant only in a dome operation. By dispensing with continuous driving of the drive, the energy consumption can be reduced and the wear of the drive can be minimized.
    As a criterion for determining the desired position of the uncoupled 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 curve radius. From this radius, the required horizontal pivoting, i. the desired position of the central buffer coupling can be determined. In this calculation, the geometry of the concrete rail vehicle (e.g., the length of the center buffer coupling, the location of the fulcrum, the gripping area) flows into it. A disadvantage, however, 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 which are measured with sufficient accuracy, it is possible to determine from the determination of the current position on the route an optimum pivoting of the central buffer coupling for this position. For this purpose, a sufficiently accurate position determination is required. However, this can also be done at a transition from straight to curved track sections an exact centering.
    Another advantageous criterion can be obtained by means of image recognition of the track position. By means of suitable image recognition methods, the position of the central buffer coupling with respect to the tracks can be determined continuously. From this determination, a correction value can be determined and the central buffer coupling can be moved to its desired position. For the optical detection of the position methods of classical image recognition or even stereo cameras and stereo cameras adapted image recognition methods 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.
    It is recommended to equip all for automatic coupling usable central buffer couplings of a vehicle, or a train with a device according to the invention. This ensures a fully automated ferry service along the entire route. This is particularly advantageous because both a fully automatic maneuvering operation for fully automatic compilation of the required train combinations as well as a rescue 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 equipped according to the prior art with a resilient return to their geometric center position. This prevents an arbitrary movement of the clutch during the ferry operation, which loads the clutch bearing and the end stops and leads to noise. In this case, 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 equip such central buffer couplings with a centering according to the invention, since only minor modifications are required. The fixed centering center is rotatably arranged for this purpose, so that the center position in which the coupling rod automatically returns is adjustable in a certain angular range. For this purpose, 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 remains deflectable against the spring force. Another advantage is that in coupled operation, the drive acting on the centering does not have to be disengaged. It is sufficient, in coupled mode, to have the central buffer coupling, i. the centering, to bring in their geometric center position.
    A further embodiment of the invention provides vehicles with central buffer couplings without spring-assisted centering with a centering of an uncoupled
    Equip central buffer coupling, wherein preferably a linear drive can be used. In this embodiment, 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. For pneumatic linear actuators, 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. As a result, an integrated, compact centering and control device can be created.
    Brief description of the drawings
    They show by way of example:
    Fig.l rail vehicle with a centering of an uncoupled central buffer coupling, top view.
    Fig.2 rail vehicle with a centering of an uncoupled central buffer coupling, side view.
    Fig.3 means for centering an uncoupled central buffer coupling.
    Fig.4 clutch bearing with a centering, particularly suitable for a rotary drive.
    Fig.5 clutch bearing with a centering, particularly suitable for a linear drive.
    Embodiment of the invention
    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 track section A and a track B. The 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 protrude into the track B. As a result, the tip of the central buffer coupling 2 is positioned outside the geometric track center and coupling with another rail vehicle may be impossible. The 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 illustrates the initial state, even before the commissioning of the means for centering, or the state while driving without intending a dome operation.
    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 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 central buffer coupling. The device comprises a drive 3, which is shown symbolically as a linear drive and a control device 5, which drives the drive 3. In this case, the control device 5 itself include the necessary facilities such as power electronics for electric drives or pneumatic controls for pneumatic actuators or these can be designed as a separate module. The control device 5 comprises an interface 7 for data communication with a vehicle control (not shown in FIG. 3) via which operating data can be transmitted bidirectionally. By means of this interface 7, for example, a command for initiating an automatic centering can be transmitted to the control device 5, or a centering effected can be reported back 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 is determined by the control device.
    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
    Centering centering, which is fixed in conventional couplings and around which the coupling rod pivots.
    By means of spring and damping elements is a deflected
    Coupling rod returned to the center position. This centering should be carried out rotatably mounted, so that a variable, predetermined in a certain angular range center position is formed. The other functions, such as overload protection and manual swiveling remained untouched. 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.
    5 shows by way of example and schematically a coupling bearing, which is particularly suitable for a linear drive. The embodiment shown has conventional spring-loaded centering and can be easily equipped with automatic centering by means of a drive (not shown in Fig. 5). In this case, a drive is provided, which acts on the, shown in Figure 5 left coupling rod. The deflection of the coupling rod counteracting mechanical force centering can be easily overcome by the drive. The drive can be switched off for operation in the coupled state and while driving without intention to couple. 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.
    List of designations 1 Rail vehicle 2 Central buffer coupling 3 Drive 4 Track 5 Control device 6 Criterion 7 Section 8 Optical detection 9 Centering 10 Attachment A Straight track section B Track
    权利要求:
    Claims (10)
    [1]
    claims
    1. A method for centering an uncoupled central buffer coupling (2) of a rail vehicle (1), wherein the central buffer coupling (2) by means of a power driven drive (3) is arranged horizontally pivotable, comprising the following steps: - detect at least one particular criterion by a control device (5 ), - determine a desired position of the central buffer coupling (2) by means of the criterion (6), - drive the drive (3) by the control device (5) until the central buffer coupling (2) has assumed the desired position.
    [2]
    2. A method for centering an uncoupled central buffer coupling (2) of a rail vehicle (1) according to claim 1, characterized in that the centering of the central buffer coupling (2) takes place only immediately before an intended coupling operation.
    [3]
    3. A method for centering an uncoupled central buffer coupling (2) of a rail vehicle (1) according to claim 1 or 2, characterized in that the criterion (6) for determining the desired position of the central buffer coupling (2) of the rotation angle of the central buffer coupling (2) nearest bogie with respect to the longitudinal axis of the rail vehicle (1).
    [4]
    4. A method for centering an uncoupled central buffer coupling (2) of a rail vehicle (1) according to claim 1 or 2, characterized in that the criterion (6) for determining the desired position of the central buffer coupling (2) the position of the rail vehicle (1) on the track is.
    [5]
    5. A method for centering an uncoupled central buffer coupling (2) of a rail vehicle (1) according to claim 1 or 2, characterized in that the criterion for determining the desired position of the central buffer coupling (2) from an optical orientation of the central buffer coupling (2) to the track ( 4) is formed.
    [6]
    6. Rail vehicle (1) with a centering of an uncoupled central buffer coupling (2), characterized in that the central buffer coupling (2) by means of a power driven drive (3) is arranged horizontally pivotable and a control device (5) is provided, which for detecting at least one set criterion (6) and from this criterion (6) determines a desired position of the central buffer coupling (2) and is set up to control the drive (3).
    [7]
    7. Rail vehicle (1) with a centering of an uncoupled central buffer coupling (2) according to claim 6, characterized in that the control device (5) is equipped with an interface (7) to a vehicle control, via which an intended coupling operation indicating signal to the Control device (3) can be transmitted.
    [8]
    8. Rail vehicle (1) with a centering of an uncoupled central buffer coupling (2) according to claim 7, characterized in that the criterion (6) to be detected is the angle of rotation of the middle buffer coupling (2) closest to the bogie with respect to the longitudinal axis of the rail vehicle (1). is.
    [9]
    9. rail vehicle (1) with a centering of an uncoupled central buffer coupling (2) according to claim 7, characterized in that the criterion to be detected (6) is the position of the rail vehicle (1) on the track.
    [10]
    10.Schienenfahrzeug (1) with a centering of an uncoupled central buffer coupling (2) according to claim 7, characterized in that the criterion to be detected (6) from an optical position determination of the central buffer coupling (2) to the track (4) determined angular position of the central buffer coupling (2) is.
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    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    EP1321344A1|2001-12-20|2003-06-25|Voith Turbo Scharfenberg GmbH & Co. KG|Device for centering or lateral positioning of a central buffer coupling of a railway vehicle|
    WO2014188712A1|2013-05-22|2014-11-27|川崎重工業株式会社|Coupler system and railroad vehicle|
    WO2015121479A1|2014-02-17|2015-08-20|Voith Patent Gmbh|Coupling device for a waggon body with a vehicle main frame guided via a running gear system|
    US3365078A|1966-01-11|1968-01-23|Halliburton Co|Apparatus to facilitate the coupling of railway cars|
    US3520421A|1966-06-03|1970-07-14|Pullman Inc|Coupler positioning arrangement for railway vehicles|
    US3642149A|1969-12-15|1972-02-15|Holland Co|Coupler-positioning device for railroad car couplers|
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    BR112015024328A2|2013-03-22|2017-07-18|Wabtec Holding Corp|coupling for a railcar and method for automated positioning of a coupling for a railcar|WO2019056635A1|2017-09-25|2019-03-28|中车株洲电力机车有限公司|Railway vehicle coupler rotary centring mechanism, control system and vehicle rescue method|
    JP2019059375A|2017-09-27|2019-04-18|日本信号株式会社|Connector for railroad vehicle|
    WO2022008108A1|2020-07-09|2022-01-13|Dellner Couplers Ab|Device for deflection of a coupler of a train vehicle, coupler of a train, car of a multi-car vehicle and method for coupling a first car of a multi-car vehicle to a second car of a multi-car vehicle|
    法律状态:
    2019-09-15| PC| Change of the owner|Owner name: SIEMENS MOBILITY GMBH, AT Effective date: 20190814 |
    2021-12-15| HC| Change of the firm name or firm address|Owner name: SIEMENS MOBILITY AUSTRIA GMBH, AT Effective date: 20211108 |
    优先权:
    申请号 | 申请日 | 专利标题
    ATA50114/2015A|AT516914B1|2015-02-16|2015-02-16|Method and device for centering an uncoupled central buffer coupling|ATA50114/2015A| AT516914B1|2015-02-16|2015-02-16|Method and device for centering an uncoupled central buffer coupling|
    PL16704007T| PL3259170T3|2015-02-16|2016-02-12|Method and device for centering an uncoupled central buffer coupling|
    EP16704007.0A| EP3259170B1|2015-02-16|2016-02-12|Method and device for centering an uncoupled central buffer coupling|
    PCT/EP2016/053001| WO2016131716A1|2015-02-16|2016-02-12|Method and device for centering an uncoupled central buffer coupling|
    CN201680010566.XA| CN107207020B|2015-02-16|2016-02-12|Method and apparatus for centering an unengaged intermediate cushion adapter|
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