• 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:
    The coupling support device (101) enables rail vehicles (102) to be coupled and uncoupled while driving. It comprises an adjustable air cushion (301) that can be pulled in and out, adjustable spring-damper elements, adjustable electromagnets (303) on the side facing away from the vehicle, distance sensors (105), a communication interface (108), a control unit (109) and sensors for determining the condition of the spring and damper as well as magnetic sensors for control. The approach and approach of two rail vehicles (101) while driving is made possible by the control unit (109) regulating the distance with the sensors, and both rail vehicles (101) using the electromagnets (303) to generate a repelling magnetic field which, in combination with the air cushion (301) and the spring-damper elements cushion the resulting longitudinal impact forces in a targeted manner, so that two rail vehicles (101) can approach each other at normal travel speeds. Then, by changing the electromagnet polarization, both rail vehicles (101) are held together with the electromagnet (303), so that the coupling process for an automatic coupling is protected from external longitudinal forces by a controlled retraction of the device (101) Coupling travel speeds together. Following the coupling process, the electromagnets (303) are deactivated and the entire device (101) is retracted. In this case, two identical modules are usually installed on the front of the vehicle. Usually one is located on the right side of the vehicle face and one on the left side of the vehicle face. In the middle there is a conventional automatic clutch.
    公开号:CH715644B1
    申请号:CH01518/19
    申请日:2019-11-29
    公开日:2021-03-31
    发明作者:Nold Michael
    申请人:Nold Michael；
    IPC主号:
    专利说明:

    Subject, environment
    There are very many routes, in these rail vehicles from different start stations are first on their own branch line and then drive on a main line to a destination station. This results in capacity problems on main routes, which are fundamentally heavily used. These capacity problems are exacerbated in particular in the case of a cyclical timetable, since this requires that the rail vehicles are almost all at the hub station at the same time.
    State of the art
    However, the current status allows only three variants for the management of rail traffic: 1. Many short rail vehicles, which come from branch lines, drive one behind the other in very short block distances, thereby significantly reducing the line capacity. Due to the many short rail vehicles on the branch lines, the possible number of passengers per hour on a route is reduced. 2. In order to increase the utilization of the main lines, the rail vehicles often end up at an intersection station to the main line, so that the passenger has to change trains. This in turn increases travel time and makes rail transport less attractive for customers. 3. In order to avoid the transfer process, rail vehicles from different directions, which travel part of the route together, are increasingly coupled and uncoupled at junction stations, which is referred to as wings. However, this inevitably causes a stop and increases the travel time compared to trains passing through.
    [0003] As a result, people keep thinking about turning trains into wings while driving. However, today's coupling systems are not suitable for connecting rail vehicles to one another at the operationally required travel speeds. With the previous systems, there is only the possibility of pushing or pushing off rail vehicles, for example during maneuvering, during pushing operation or during brake tests, but not coupling or uncoupling.
    Systems are therefore currently being developed which are intended to enable rail vehicles to drive one behind the other at extremely short intervals and to be coupled, as it were, by radio. Depending on the development approach, the distances between the rail vehicles should be reduced to a few centimeters.
    Criticism of the state of the art
    However, the successive driving of rail vehicles at short intervals has several disadvantages. Larger coupling and vehicle distances are aerodynamically very awkward and increase air resistance and energy consumption. However, if the rail vehicles traveling one behind the other have very short distances, there is a constant risk of collision. For rail vehicles with firmly coupled traction units, especially with difficult topographies and poor wheel-rail frictional engagement values, it is already a major problem to regulate the tractive force of the individual traction units in such a way that unexpected drops in traction force do not result in longitudinal forces. This is due to the fact that wheel-rail frictional locking notches, for the first traction unit in the direction of travel, cannot be foreseen. It is precisely these differences in speed and the resulting unpredictable forces that prevent a coupling process while driving in systems that correspond to the current state of the art.
    To continue to let trains with the same goal in short block distances one behind the other, is not justifiable for reasons of capacity, since many main lines can only be expanded with great effort in terms of their capacity. Letting the passenger change trains is unattractive for reasons of travel time and comfort. The coupling at the crossing station also causes a longer travel time compared to trains passing through. Since travel time reductions in the minute range are otherwise bought with investments of millions, it makes sense to enable coupling while driving.
    The object of the invention is therefore to improve the prior art in that the invention represents a novel device which makes it possible to connect and disconnect rail vehicles while driving, at operationally usable driving speeds.
    Patent description
    The invention is a device that enables rail vehicles to be coupled and disconnected while driving when both rail vehicles have this system. It is also referred to below as a clutch assist device.The invention enables the functions of active impact compensation when the rail vehicles are approaching, as well as holding together, stabilizing and bringing the rail vehicles closer together during the coupling and uncoupling process. In this case, two identical modules are usually installed on the front of the vehicle. Usually one is located on the right side of the vehicle face and one on the left side of the vehicle face. In the middle there is a conventional automatic clutch. Of course, other arrangements are also possible.
    In order to compensate for the forces during the collapse, the clutch support device consists of pronounced spring-damper elements. The spring-damper system is designed as a hybrid of air cushions, coil springs and fluid dampers, which can be retracted. In addition, this construction has electromagnets on its front side.
    With the electromagnets, a mechanical impact between the two rail vehicles can be strongly dampened and in most cases even prevented by an opposing magnetic field. This field of opposite polarity is applied during the approach. When the vehicles are approaching each other, the polarity of the magnetic field is reversed so that the magnets of both traction vehicles hold the rail vehicles together during the coupling process. The electromagnets are supplied with a DC voltage, which is generated by its own power converter. This allows the current through the electromagnets and thus the field strength to be precisely adjusted. The electromagnets are located on the foremost front side and are therefore attached to the side of the air cushion facing away from the vehicle.
    The air cushions are supplied with compressed air from their own compressor and / or by the compressed air supply of the rail vehicle. In addition, compressed air for the air cushions can optionally be stored in an expansion tank. The upholstery is adjusted dynamically during operation by means of adjustable panels and valves. At least one valve and an adjustable diaphragm are used to regulate the compressed air supply. At least one other valve and an adjustable panel regulate the air escape. The valves for both functions can be completely closed. The additional air tank has an adjustable compressed air supply inlet, a valve for emptying and a transition valve with an adjustable aperture to the air cushion.
    The valves and diaphragms are controlled on the one hand by compressed air sensors and on the other hand by a distance measuring device in the air cushion. At least one compressed air sensor is located in the air cushion for measuring the internal pressure, another is located outside the air cushion for measuring the ambient pressure, at least one measures the compressed air supply line pressure and at least one measures the internal pressure in the expansion tank. The distance measurement for detecting the longitudinal extent of the air cushion is preferably implemented by a radar within the air cushion.
    [0013] There is also at least one helical spring in the air cushion so that, depending on the speed, greater spring forces can be implemented. These coil springs can be pulled towards the vehicle using a cable so that their spring force can be switched on as an optional additional force. In addition, they enable a travel-dependent spring characteristic in the half-retracted state.
    In addition, there is a supporting structure in the air cushion. Optionally, at least one controllable fluid damper can be installed on this supporting structure in order to dampen the impact and to dampen longitudinal vibrations between the vehicles during the subsequent coupling process.
    The side of the air cushion is designed as a guided bellows so that it can be adjusted in the longitudinal direction. The polymer of the air cushion is partially connected to the supporting structure in order to ensure dimensional stability. The air cushion can be folded up with a cable pull. This enables the air cushion to be drawn in and out. The expansion of the air cushion results from the air pressure.
    The coupling and uncoupling process is controlled with distance sensors on both rail vehicles and a communication interface. The distance between the rail vehicles can be determined from a radar measurement and / or ultrasonic distance sensors and / or a laser distance measurement. In addition, for the diverse redundancy of the measuring system, there are magnetic field sensors on each vehicle, which can determine the distance from the other rail vehicle based on the magnetic field and check whether the other rail vehicle also has an opposing magnetic field for the collision. In addition, acceleration sensors are used to determine and compensate for longitudinal vibrations between the rail vehicles.
    To determine the bogie deflection in curves, inductive angle sensors are located on the bogies of both rail vehicles. With the help of these sensors, the coupling process can also take place in curves. Depending on the route topography, the rigidity of the devices is adapted and a compressed air connection valve with its orifice is also controlled.
    The control of the device is also based on a communication interface, which enables information to be exchanged between the two rail vehicles. In principle, both vehicles are able to control the process, but operationally only one is used for control purposes, so that the other vehicle represents a redundancy.
    This invention described here represents a device which is designed in terms of its dimensions and function so that rail vehicles can be connected to a conventional automatic coupling while driving and again separated. For this purpose, the functional sequence of this clutch support device is described below in the individual operational phases: 1. Start-up phase: Both vehicles drive behind one another, communicate via the communication interface and approach each other due to a speed difference. If the distance is correspondingly small, the air cushions are fully extended and a repelling magnetic field is activated. 2. Approach phase: Before touching the rail vehicles, the speed of both rail vehicles is regulated with the distance and / or magnetic sensors and the distance is reduced until both rail vehicles have approached each other and then travel at the same speed. In addition, the magnetic sensors check whether the other rail vehicle also has an opposing magnetic field. 3rd fixation phase: When both rail vehicles have approached each other, the repelling magnetic field is inverted in one of the two rail vehicles so that contact between the rail vehicles is possible and both rail vehicles are held together with the magnets. The magnets provide nominal holding forces> 100 kN, which in combination with the traction forces is sufficient (forces> 400 kN can be achieved depending on the magnet size and number of modules). 4. Longitudinal vibration compensation phase: After the activation of the magnetic cohesion, acceleration sensors are used to check whether longitudinal vibrations are present. If so, on the one hand the acceleration sensors regulate the traction of the rail vehicles in order to prevent the longitudinal vibrations. On the other hand, they regulate the valve openings of the air cushions in a timed manner. In this way, air is released into the environment as a function of time and the air cushion is likewise supplied with air from the compressed air feed line and / or the compressor and / or the expansion tank as a function of time. This procedure makes it possible to actively dampen and reduce longitudinal vibrations between rail vehicles. Over time, the aperture openings in the fluid damper and in the air cushion are reduced so that the rail vehicles are kept vibration-free. 5. Coupling phase: With this relatively rigid system, the actual coupling process of the automatic coupling can be initiated. The springs and air cushions are pulled in the direction of the vehicle by means of ropes that are rolled up with electric motors. This process is also monitored by the distance sensors. The diaphragms and / or valves in the dampers are opened minimally so that the force acting against the ropes does not increase.The two automatic couplings slowly approach and lock into each other. 6th final phase: When the automatic clutches are connected, the magnets of this clutch support device are switched off, the covers of the dampers are completely opened and the entire device with the ropes is driven directly to the rail vehicle or pulled in. Then the ropes that pull the device are fixed.
    The uncoupling process is similar with the clutch support device: 1. Initialization phase: The clutch support device is extended by drawing air from the compressed air supply line and / or the compressor and / or the expansion tank in order to inflate the air cushion. The fixation of the ropes is released and the rope is unrolled in a metered manner. 2. Fixation phase: From the point at which the electromagnets of both vehicles come into contact, the electromagnets are activated so that they fix the rail vehicles. 3rd disconnection phase: The mechanical automatic clutch is opened precisely in accordance with the enlargement of the clutch support device. By further inflating the air cushions, the distance increases to the maximum of the coupling support device. 4. Separation phase: The magnetic force of one of the two rail vehicles is slowly inverted, so that the magnetic adhesion is released so that the electromagnets repel each other and the magnetic force can dampen possible impacts. 5. Moving apart phase: Now the rail vehicles can increase their distance through different speeds and continue driving on their own. Finally, the entire clutch support device is retracted and fixed.
    Of course, the process in which the rail vehicles approach and move away from one another is supported by the traction forces of the rail vehicles.
    This invention makes it possible to couple with a conventional automatic clutch while driving. This invention is not to be equated with an automatic coupling or with a buffer. The device described in the invention is used to enable and support the coupling process at operationally usable speeds by enabling active impact compensation when the rail vehicles approach, as well as holding, stabilizing and moving the rail vehicles together during the coupling process and uncoupling process. In addition, longitudinal vibrations between the rail vehicles are actively reduced. If there is no coupling process or uncoupling process taking place, the device is inactive.
    The improvement of the operational process, the travel time savings and increased travel attractiveness is considerable if rail vehicles can be coupled and uncoupled with one another while driving. As a result, a significant increase in passengers is to be expected, which enables an increase in productivity and earnings for railway companies.
    Possible embodiments of the invention are described in more detail with reference to the following figures. It shows: FIG. 1: a side view of the vehicle and the installation situation supplemented with the sensors for control; FIG. 2: a top view of the vehicle and the installation situation supplemented with the pneumatic situation. FIG. 3: a sketch of the clutch support device
    FIG. 1 shows a side view of the overall situation of a rail vehicle. The rail vehicle (102) and the position of the coupling support device (101) can be seen. This clutch support device can be moved into area (103). It is also clear that the sensor system for determining the distance (105) is located next to the magnetic field sensor (104) on the front of the vehicle. The communication interface (108), the sensor for measuring the ambient pressure (108), the sensor for measuring the bogie deflection (106) and the control unit (109) are also drawn in this illustration.
    FIG. 2 shows a top view of the rail vehicle (202). It becomes clear that the coupling support devices (201) are located on both sides of the automatic coupling (204). It is also clear that the clutch assist devices can be retracted into the areas (203). The expansion tanks (205) are also indicated, as well as the piping (206), (208) and (211) with the valves and orifices (207), (209) and (210). Here, the valves and orifices are shown as a common element in order to preserve the clarity of the representation.
    Figure 3 shows a side view of the actual clutch support device. Some elements are only indicated and are used in the module partially in different numbers, shapes and other positions, since this is only a variant of the solution. The clutch assist device is molded from an air cushion (301) made of a polymer. The polymer is designed as a supported bellows so that the device can be retracted in a defined manner. The inner area (302) of the clutch assist device (301) is filled with compressed air. The vehicle on which the clutch assist device is installed is on the right-hand side of the drawing. The electromagnets (303) are located on the side facing away from the vehicle in order to perform their functions. The electromagnets (303) are supplied by the converter (314) via the line (313). In addition, there is an optional retractable additional air pocket (305) between the poles of the electromagnet (303) to reduce the consequences of collisions if the magnets should fail. This is fed via the indicated line (306). The connection (315) is used to vent the actual air cushion (302), the pipe (316) is used for feeding and the pipe (317) is used to compensate for other containers. The support structure (304) serves to maintain dimensional stability independent of pressure. The fluid damper elements (307), which are controlled via the line (308), are located on the supporting structure. Ropes (309), which are drawn in by motor-driven pulleys (310), are used to pull in the device. The additional spring force is generated by helical springs (311), which can also be pulled in with a rope and a pulley (312). The pressure sensors (318), the distance measurement (319), the acceleration sensor on the vehicle side (320) and the acceleration sensor (321) on the electromagnet are used to control the clutch assist device.
    Reference drawing lists
    List of reference drawings for Figure 1101: clutch support device 102: rail vehicle 103: catchment area for the clutch support device 104: sensor for magnetic field measurement 105: sensor for distance measurement 106: angle sensor for determining the bogie deflection 107: compressed air sensor for determining the ambient pressure 108: communication interface 109: control unitList of reference drawings for Figure 2201: Coupling support device 202: Rail vehicle 203: Entrance area for the coupling support device 204: conventional automatic coupling (preferably retractable) 205: Compressed air expansion tank 206: Lines to the compressed air expansion tanks 207: Valves and screens for controlling the compressed air expansion tanks 208: Compensating line between the air cushions of the clutch support device 209: Valves and diaphragms for regulating the compensating line between the air cushions 210: Valves and diaphragms for regulating the compressed air feed 211: Compressed air feedList of reference drawings for Figure 3301: Air cushion made of a polymer (designed as a bellows) 302: Inner area of the air cushion 303: Electromagnet 304: Indication of the supporting structure 305: Optional retractable additional air pocket to reduce the consequences of collisions 306: Indication of the feed line for the additional air pocket 307: Indication of one of the damper elements 308: Indication of the damper element control line 309: Indication of one of the ropes to pull in the device 310: Pulley for pulling in a rope 311: Coil spring with rope for pulling in 312: Pulley for pulling in the spring 313: Power supply for the electromagnet 314: Converter with rectifier and smoothing choke for Activation of the electromagnet 315: Ventilation line and valve with screen for releasing air from the container 316: Compressed air feed inlet 317: Compressed air equalization line to further modules 318: Pressure sensor for measuring the internal pressure in the air cushion 319: Sensor for distance measurement 320: Acceleration motion sensor on the vehicle side 321: Acceleration sensor on the front side of the clutch support device
    权利要求:
    Claims (9)
    [1]
    1. Coupling support device for coupling and uncoupling of rail vehicles while driving, characterized in thatit is constructed as a combination of an adjustable and retractable or extendable air cushion (301) structurally combined with adjustable spring-damper elements (307, 311) structurally combined with front-side controllable electromagnets (303)andcan be controlled by the sensor data from distance sensors (105, 319), sensors for determining the state of the spring / damper (107, 318, 319, 320, 321) and magnetic field sensors (104)andallows two rail vehicles to approach and approach while they are in motion,in that a repelling magnetic field can be generated with the electromagnets (303) of both rail vehicles,which, in combination with the air cushion (301) and the spring-damper elements (307, 311), can specifically cushion the resulting longitudinal impact forces,so that two rail vehicles can approach each other at normal travel speedsandby changing the electromagnet polarization, both rail vehicles can be held together with the electromagnets (303),so that a controlled retraction of the coupling support device (101) enables the coupling process for an automatic coupling (204) protected from external longitudinal forces in order to couple two rail vehicles together while driving at normal travel speedsandthat subsequently the electromagnets (303) can be deactivated and the entire device (101) can be retracted.
    [2]
    2. Coupling support device according to claim 1, characterized in that it enables a decoupling process even while driving, in that the device can be extended with sensor support, taking into account the sensor data, and from the point in time at which the coupling support device (101, 201) of both rail vehicles is touch, the electromagnets (303) are activated so that the electromagnets (303) of both vehicles are fixed and the end coupling process takes place through a further sensor-supported extension of both devices (101) so that the automatic coupling (204) of both rail vehicles without being influenced by external forces are separated and a further sensor-based extension of both devices (101) creates a distance between the rail vehicles so that when the maximum extended state is reached, the magnetic polarization is changed to keep the rail vehicles apart so that the Sch Separate rolling stock at different speeds and then the coupling support device (101, 201) can be retracted.
    [3]
    3. Coupling support device according to claim 1, characterized in that one module of the coupling support device (101) is the longitudinally retractable and extendable air cushion (301), which is fed with compressed air and has the electromagnets (303) on the face and for Dimensional stability can include a foldable support structure (304) and has components for actively contracting the device, which is preferably implemented from at least one cable (312) and can have air pressure sensors and can have an internal radar distance measurement (319) to determine the longitudinal dimensions of the To measure air cushion and have acceleration sensors (320, 321) to measure vibration states and has valves and diaphragms (207, 209, 210) so that at least one air outlet line (315) and at least one air feed line (316) can be controlled, so that it is in terms of the longitudinal dimensions, as well The longitudinal stiffness can be set precisely in order to meet the desired properties and can be manufactured either as a coherent air cushion (301) or from several partial air cushions.
    [4]
    4. Coupling support device according to claim 1, characterized in that on the side of the air cushion (301) facing away from the vehicle at least one of the electromagnets (303) is installed, which can be controlled via a converter (314) and in combination with another rail vehicle which also has this coupling support device (101), can generate an attractive and repulsive magnetic field in order either to hold the rail vehicles together or to keep them slightly away from each other in order to prevent mechanical impact.
    [5]
    5. clutch support device according to claim 1, characterized in thatthe process can be controlled by a control unit (109) of the clutch support device, which is located on one of the two vehiclesand information from the other vehicle can be obtained through a radio communication interface of the coupling support device (108), and there is accessibility to vehicle-specific data from both vehiclesand there is accessibility to the signals of the sensors (318, 319, 320, 321)and there is accessibility to the signals of the distance sensors (105), which can preferably be implemented as radarand there is optionally accessibility to the magnetic field sensors (104) in order to use the entire data to make the vehicle distance and the extension distance of the coupling support device (101) controllable with the module-specific actuators and traction components on the rail vehicle.
    [6]
    6. Clutch support device according to claim 1, characterized in that adjustable damper elements (307), which can preferably be implemented as fluid dampers, are installed inside the air cushion (301) and / or springs (311) which can be manipulated and which can be manipulated with cables (312 ) or spindles can be manipulated.
    [7]
    7. Coupling support device according to claim 3, characterized in that with the data of the acceleration sensors (320, 321) of the own rail vehicle, as well as the data of the acceleration sensors in the other rail vehicle longitudinal vibrations can be specifically reduced by air from the air cushions (301) by means of the valves and the diaphragm (207, 209, 210) can be specifically drained in a time-determined manner and compressed air can also be added to the air cushion (301) in a time-determined manner, so that longitudinal vibrations can be actively compensated.
    [8]
    8. Coupling support device according to claim 1, characterized in that an exchange of air and / or a change in shape and / or stiffness can be implemented using bogie rotation angle sensors and / or location data between several coupling support devices (201) in order to actively improve the coupling process when cornering.
    [9]
    9. Coupling support device according to claim 1, characterized in that the coupling support device can be installed at least once on the front face of each of the two rail vehicles (101) to be coupled, and preferably on the left and right of the automatic coupling (204) and preferably completely is retractable into the rail vehicle (102, 202).
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    同族专利:
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    DE102018009589B3|2019-12-12|
    CH715644A2|2020-06-15|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    DE1455209A1|1964-01-02|1969-04-30|Deutsche Bundesbahn|Device for remote-controllable uncoupling of automatic couplings, in particular central buffer couplings|
    NL7116305A|1971-06-02|1972-12-05|
    US3901390A|1974-08-16|1975-08-26|Southern Pacific Transport Co|Magnetic rail car knuckle-opener|
    DE102007050937B4|2007-10-23|2009-11-12|Deutsches Zentrum für Luft- und Raumfahrt e.V.|Coupling device for rail vehicles|DE102019008794A1|2019-12-18|2021-06-24|Michael Nold|Cog railway distance synchronization system for mechanical and virtual coupling|
    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    DE102018009589.5A|DE102018009589B3|2018-12-06|2018-12-06|Coupling support device for coupling and uncoupling rail vehicles while driving|
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