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EP1602547B1 - Attelage central automatique pour un train composé de plusieurs véhicules ferroviaires. - Google Patents

Attelage central automatique pour un train composé de plusieurs véhicules ferroviaires. Download PDF

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Publication number
EP1602547B1
EP1602547B1 EP04013265A EP04013265A EP1602547B1 EP 1602547 B1 EP1602547 B1 EP 1602547B1 EP 04013265 A EP04013265 A EP 04013265A EP 04013265 A EP04013265 A EP 04013265A EP 1602547 B1 EP1602547 B1 EP 1602547B1
Authority
EP
European Patent Office
Prior art keywords
coupling
hydraulic
central buffer
electrical contact
compressed
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.)
Expired - Lifetime
Application number
EP04013265A
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German (de)
English (en)
Other versions
EP1602547A1 (fr
Inventor
Antony Jones
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Voith Turbo Scharfenberg GmbH and Co KG
Original Assignee
Voith Turbo Scharfenberg GmbH and Co KG
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Voith Turbo Scharfenberg GmbH and Co KG filed Critical Voith Turbo Scharfenberg GmbH and Co KG
Priority to DE502004001270T priority Critical patent/DE502004001270D1/de
Priority to AT04013265T priority patent/ATE337213T1/de
Priority to EP04013265A priority patent/EP1602547B1/fr
Priority to PL04013265T priority patent/PL1602547T3/pl
Priority to US11/143,569 priority patent/US7458477B2/en
Priority to AU2005202441A priority patent/AU2005202441B2/en
Publication of EP1602547A1 publication Critical patent/EP1602547A1/fr
Application granted granted Critical
Publication of EP1602547B1 publication Critical patent/EP1602547B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
    • B61G5/00—Couplings for special purposes not otherwise provided for
    • B61G5/06—Couplings for special purposes not otherwise provided for for, or combined with, couplings or connectors for fluid conduits or electric cables

Definitions

  • the present invention relates to an automatic central buffer coupling, in particular of the type "Tightlock / AAR", for a multi-unit rail vehicle, having a coupling head for the mechanical and non-positive connection of a first car body with an adjacent second car body, wherein the coupling head for pre- and fine centering as bolt / Bushing has executed centering; a support unit arranged below the coupling head and having at least one hydraulic and / or compressed air terminal of a hydraulic and / or compressed air line; a arranged below the support unit and longitudinally displaceably guided in the longitudinal direction of the central buffer coupling electrical contact carrier having contact terminals for electrical connections; and with a via the hydraulic and / or compressed air line hydraulically or pneumatically controllable actuator for longitudinal displacement of the electrical contact carrier, wherein the electrical contact carrier in the decoupled state is present in a decoupled position behind the coupling plane, and wherein the electrical contact carrier from the uncoupled, rear layer by means of the actuator in a front, dome-ready position in the coupling plane is
  • Such an automatic central buffer coupling which allows a fast and easy coupling and uncoupling of trains, is basically known from rail vehicle technology.
  • the coupling of a car body with the coupling claw of the other car body is positively connected to the mechanical coupling of two adjacent car bodies to train and To be able to transmit impact forces between the mechanically coupled car bodies.
  • each coupling head of this type basically still a certain amount of play, so that between the respective coupling heads longitudinal and transverse movements occur, which must be compensated accordingly, to a perfect coupling of the electric contact carrier and above all, without the occurrence of material-stressing arcs at the contact terminals.
  • AAR American Association of Railway
  • AAR American Association of Railway
  • AAR couplings are characterized by their simple design, robust design, high strength and low price.
  • Another advantage is the fact that AAR couplings are universal, especially for both passenger and freight trains, can be used.
  • an electrical contact coupling for central buffer couplings in particular for jaw clutches, for example of the type "AAR" is known, in which an electrical contact coupling is arranged below the mechanical coupling head, in such a way that it is longitudinally displaceable in the longitudinal direction of the central buffer coupling. It is envisaged to move the electrical contact coupling in the uncoupled state behind the coupling plane. In this position, damage to the electrical contact carrier can be largely avoided when the coupling head moves due to its design-related game on the coupling plane.
  • a clutch assembly for rail vehicles in which a compressed air terminal is arranged in a displaceable in the longitudinal direction of the central buffer coupling Hilfsmund Anlagen such that the compressed air terminal is present in the decoupled state in a decoupled position behind the coupling plane and together with the Hilfsmund Anlagen with Help a clutch mechanism from the uncoupled, rear position in a front, dome ready position is slidable in the dome plane.
  • the clutch assembly further includes an electrical contact coupling below the mechanical coupling head, wherein the electrical contact coupling is longitudinally displaceable in the longitudinal direction of the central buffer coupling and present in the uncoupled state behind the coupling plane.
  • the clutch assembly is constructed so that when mechanical and non-positive coupling adjacent car bodies, the compressed air terminals of the respective clutch assemblies be moved by means of the clutch mechanism in the coupling plane, so as to effetteurzukuppeln the compressed air terminals of the respective car bodies.
  • a hydraulically controllable actuator is pressurized with compressed air, consequently the contact boxes of the electrical contact coupling are moved into a front, dome ready position in the dome plane with the aid of a lever-compressed air device.
  • the present invention is therefore based on the problem that when coupling the electrical contact coupling, the electrical contact terminals have been heavily stressed, since the mechanical and electrical coupling process for central buffer clutches of the AAR or Tightlock Type runs parallel and due to the higher game of this type of coupling a reduction of the contact pressure and possible arcing occurred and it could come in the air clutch by the higher game to compressed air losses, the so-called blow-off.
  • the present invention is based on the object, an automatic central buffer coupling of the type mentioned in such a way that on the one hand, the electrical contact coupling is improved in their leadership so that the increased clearance of the mechanical coupling no longer lead to high loads and a secure contact between two coupled electrical contact couplings can be made.
  • the mechanical play of the closure must be compensated for in the integrated in the carrier unit air coupling to prevent pressure drops.
  • the solution according to the invention should have the simplest possible but nevertheless reliably functioning structure.
  • the Zentrierorgane serve as a triggering device for triggering a clutch mechanism for coupling the at least one hydraulic and / or compressed air terminal in the mechanical coupling of the adjacent car bodies, wherein in the socket of the bolt - / bushing arrangement which receives the corresponding complementarily arranged bolt of the adjacent car body when coupled with the adjacent car body, a displaceable in the longitudinal direction of the clutch adjustment pin is moved in the mechanical coupling of the adjacent car bodies by a penetrating pin of the adjacent car body from the coupling plane and thereby triggers the clutch mechanism.
  • the solution according to the invention has a number of significant advantages over the known from rail vehicle technology and explained above central buffer couplings. Due to the tripping device according to the invention is achieved in an advantageous manner that the electrical contact coupling or the electric contact carrier is basically only then moved from the uncoupled, rear position in the front dome ready position in the dome plane, when the mechanical coupling is completed by the coupling head is already complete. This prevents that the contacts of the electrical contact coupling are subjected to a constant movement due to the higher clearance of the coupling head, so that the known problems, in particular the reduced contact pressure and the occurrence of electric arcs, can no longer occur.
  • the triggering device triggers the clutch mechanism, the hydraulic and / or compressed air terminal of the first car with a correspondingly in the coupling mirror of the two car bodies complementarily arranged hydraulic and / or compressed air terminal of the second Duping car.
  • this coupling is now automatically coupled through the associated hydraulic and / or compressed air line immediately after the mechanical coupling of the car bodies.
  • the actuating device for longitudinal displacement of the electrical contact carrier and the electrical contact coupling is acted upon hydraulically or pneumatically via the Wegkuppelte hydraulic and / or compressed air line.
  • the electrical contact carrier can be moved from the uncoupled rear layer by means of the controlled actuator in the front dome ready position in the dome plane, so that the coupling of the electric contact carrier can take place.
  • the coupling of the provided in or on the electrical contact carrier electrical contact terminals basically only after the mechanical coupling of the coupling head, caused by a relative movement of the coupling heads to each other caused arcing between the contact terminals are excluded. It also ensures that the coupling of the contact terminals takes place with sufficient contact pressure. Accordingly, it is possible with the inventive solution in an advantageous manner to significantly increase the reliability of the through-coupling of the electrical contact carrier and to increase the life of the contact terminals. Furthermore, the coupling of the electrical contact coupling is automatically initiated only after complete completion of the mechanical coupling process, so that the coupling operation of the electrical contact coupling automatically runs after completion of the mechanical coupling process.
  • the triggering device with respect to a plane perpendicular to the coupling plane mirror plane has a complementarily arranged bolt / bushing arrangement, wherein in the socket of the bolt / bushing assembly which receives a correspondingly complementary arranged bolt of the adjacent car body when pairing with the adjacent car bodies, a in Coupling direction displaceable adjusting pin is arranged, which is displaced in the mechanical coupling of the adjacent car bodies by the penetrating pin of the adjacent car body away from the coupling plane and thereby triggers the coupling mechanism is using the bolt / sleeve assembly on the one hand, the degree of freedom of the vertical and lateral movement of the Reduced overall coupling head, since it thus serves as a centering element.
  • the bolt / bush arrangement provides the mechanical actuating force in order to displace the adjustment pin provided in the bush arrangement in the coupling direction away from the coupling plane.
  • This displacement of the adjusting bolt ultimately triggers the coupling mechanism for coupling the hydraulic and / or compressed air terminals.
  • an adjusting pin another appropriately designed device, such as a trigger hook or a tongue-shaped element to provide in the socket assembly.
  • the coupling head has for pre and fine centering designed as a bolt / bushing centering. It would be conceivable that the Zentrierdorn for pre-centering on the support unit on the same side to the vertical longitudinal center plane is assigned a Zentrierbuchse for fine centering on the contact carrier, and that the Zentrierbuchse for pre-centering on the support unit on the other side of the vertical longitudinal center plane a centering mandrel for fine centering on the contact carrier is provided, wherein the arrangement of the centering mandrel and the centering bushing, for example, is selected such that the centering on each side of each of the vertical center longitudinal plane, a respective centering pin and a respective centering are arranged.
  • the Zentrierorgane can also serve at least partially simultaneously as a triggering device for triggering the clutch mechanism.
  • this makes it possible to achieve a particularly compact design of the center buffer coupling according to the invention, since the triggering device has, on the one hand, the function of triggering the coupling mechanism and, on the other hand, the function of centering the coupling head or the electrical contact coupling.
  • the at least one hydraulic and / or compressed-air terminal is arranged in a housing displaceable in the longitudinal direction of the central buffer coupling so that the at least one hydraulic and / or compressed air terminal is in a decoupled position behind the coupling plane behind the coupling plane and is displaceable together with the housing by means of the coupling mechanism from the uncoupled, rear position into a front, dome-ready position for coupling the hydraulic and / or compressed-air terminal in the coupling plane.
  • the at least one hydraulic and / or compressed air terminal is arranged in the center of the contact surface of the support unit. This particular embodiment minimizes the effects due to the play or movement of the coupling head.
  • the hydraulic and / or compressed-air terminal basically remains in the position withdrawn from the coupling plane until the final state of the coupling head has been reached after the mechanical and non-positive coupling of the two adjacent carriage bodies and thereby relative movements of the coupling heads are switched off to each other.
  • the displacement of the housing with the hydraulic and / or compressed air terminal provided therein from the coupling plane to the rearward position is in principle in the first step of the operation. Therefore, the hydraulic and / or compressed air terminal is always located in the retracted relative to the coupling plane position, when the coupling head is in the coupling or decoupling process in an advantageous manner.
  • the coupling mechanism of the hydraulic and / or compressed air terminal has a swivel arm rotatably mounted about a pivot pin which frictionally locks the adjusting pin to the housing of the at least one hydraulic and / or compressed air terminal or to the hydraulic and / or compressed air terminal combines.
  • the triggering device further comprises a reset device which is designed in such a way to reset the clutch mechanism after the mechanical decoupling of the two car bodies in an unresolved state in which the hydraulic and / or compressed air terminal decouples and thus the Hydraulic and / or compressed air line separated and unencumbered.
  • a reset device which is designed in such a way to reset the clutch mechanism after the mechanical decoupling of the two car bodies in an unresolved state in which the hydraulic and / or compressed air terminal decouples and thus the Hydraulic and / or compressed air line separated and unencumbered.
  • a limiting device is provided in a particularly advantageous realization of the central buffer coupling according to the invention, which limits the movement of the hydraulic and / or compressed air terminal in the longitudinal direction of the coupling to the coupling plane.
  • the at least one hydraulic and / or compressed air terminal has been coupled through the permanently hydraulically or pneumatically actuated or controlled actuating device, movement of the hydraulic and / or compressed air terminal in the longitudinal direction of the coupling away from the coupling plane is prevented. This makes it possible to safely hold after coupling the hydraulic and / or compressed air terminals in the coupling plane.
  • a limiting device in this case could serve as a stop, but other solutions are possible.
  • data bus / CCTV contacts can also be present in the contact mirror of the electrical contact carrier in addition to the usual contact terminals for energy and / or signal transmission. It would also be conceivable to integrate fiber optic connections for optical signal transmission in the contact mirror of the electrical contact carrier.
  • FIG. 1 shows a perspective partial view of the carrying unit 2 of a preferred embodiment of the central buffer coupling according to the invention, the carrying unit 2 being fastened below a coupling head 1 (shown in FIG. 3) of the central buffer coupling.
  • the attachment takes place for example via a pin bearing, such as screws that allow a fixed connection between the coupling head 1 and support unit 2.
  • an electrical contact coupling 5, not shown in FIG. 1 is displaceably guided in the longitudinal direction 100 of the coupling.
  • Fig. 2 is a sectional view taken along the line A-A 'in Fig. 1 of the support unit 2, which shows a triggering device 9 and a clutch mechanism 10 for coupling a hydraulic and / or compressed air terminal 3 in more detail.
  • a triggering device 9 for coupling a hydraulic and / or compressed air terminal 3 in more detail.
  • a clutch mechanism 10 for coupling a hydraulic and / or compressed air terminal 3 in more detail.
  • FIGS. 1 and 2 Only the support unit 2 of the central buffer coupling is shown in FIGS. 1 and 2 together with the components and components essential to the invention.
  • the electrical contact coupling 5 is held longitudinally displaceable with respect to the central buffer coupling and the support unit 2 with the aid of a guide carriage 23, which is arranged on two guide rods 24 aligned side by side in the longitudinal direction 100 of the coupling.
  • the guide carriage 23 and thus the electrical contact coupling 5 fastened to it can be displaced on the guide rods 24 in the longitudinal direction 100 of the coupling by means of a preferably hydraulically or pneumatically actuated or controlled actuating device 7.
  • a hydraulic and / or compressed air terminal 3 of a hydraulic and / or compressed air line 4 is arranged, wherein the hydraulic and / or compressed air terminal 3 is in an uncoupled position behind the dome level 8.
  • the hydraulic and / or compressed-air terminal 3 is arranged in a central position in the carrying unit 2 with respect to the transverse direction of the coupling. In order to protect the terminal 3, this is provided in a housing 12 which is displaceable in the longitudinal direction 100 of the coupling.
  • a triggering device 9 is also provided, which serves, after the mechanical coupling of the coupling head 1 (not shown) to trigger a clutch mechanism 10, which shifts the hydraulic and / or compressed air terminal 3 in the coupling plane 8 in the longitudinal direction 100 of the clutch ,
  • the triggering device 9 with respect to a dome plane 8 perpendicular mirror plane has a complementary arranged bolt / bushing arrangement 13, 14.
  • the bushing 14 takes during the dome operation on the correspondingly complementary arranged (not explicitly shown) pin of the adjacent car body.
  • a displaceable in the longitudinal direction 100 of the clutch adjusting pin 16 is arranged, which is displaced in the coupling process by the penetrating pin of the adjacent car body from the coupling plane 8, whereby the clutch mechanism 10 is triggered.
  • the coupling mechanism 10 is triggered by the adjusting pin 16.
  • actuator 7 for longitudinal displacement of the electrical contact carrier and the electrical contact coupling 5 is applied or controlled hydraulically or pneumatically.
  • the electric contact carrier 5 is then moved from the uncoupled rear layer by means of the controlled actuator 7 in the front dome ready position in the dome plane 8, so that the coupling of the electric contact carrier 5 of the respective adjacent car bodies can take place.
  • the coupling mechanism 10 in this case has a swivel arm 18 rotatably mounted about a pivot pin 17 which frictionally connects the adjusting pin 16 to the housing 12 of the hydraulic and / or compressed-air terminal 3. Characterized in that the adjusting pin 16 is connected via the pivot arm 18 to the housing 12, it is achieved that in the case when the adjusting pin 16 in the longitudinal direction 100 of the coupling moves away from the dome plane 8, the pivot arm 18 is rotatable about the horizontal mounted pivot pin 17 rotates and therefore the housing 12 itself in the longitudinal direction 100 of the clutch in the dome plane 8 moves into.
  • the triggering device 9 also has a reset device 19. This executed here as a spring element reset means 19 sets after the mechanical uncoupling of the two car bodies the clutch mechanism 10 in an unsolved state in which the hydraulic and / or compressed air terminals 3 decoupled and thus the hydraulic and / or compressed air lines 4 are present and unencumbered ,
  • a limiting device 22 which controls the movement of the hydraulic and / or compressed air terminal 3 limited in the longitudinal direction 100 of the coupling to the dome plane 8 out.
  • Fig. 3 shows the sake of completeness, the support unit 2 together with the electrical contact coupling 5 as a component of the central buffer coupling according to the invention in front view.
  • the support unit 2 is formed flat construction, and has a smaller height dimension than the electric contact carrier 5. Preferably, the height of the support unit 2 is only about half as large as the height of the electrical contact coupling 5 dimensioned.
  • the hydraulic and / or compressed air terminal 3 in a housing 12 in the support unit 2 integrated.
  • the support unit 2 takes at the same time space-saving the actuator 7 in the form of, for example, horizontally arranged side by side actuating cylinder 7.
  • Zentrierorgane 20 for pre-centering of the support unit 2 are arranged.
  • the centering members 20 are each formed by a centering mandrel 20a and a centering bush 20b, wherein in each case a centering mandrel 20a into the centering bushing 20b of the counter-coupling in the coupling process, i. during the respective longitudinal movement or longitudinal displacement of the support unit 2 and the electrical contact coupling 5 engages.
  • centering members 20 are expedient such that the centering pin 20a for pre-centering on the support unit 2 on the same side to the vertical central longitudinal plane a centering 20b is assigned to the electrical contact carrier 5, and that the centering bush 20b for pre-centering of the support unit 2 on the other side of the vertical center plane centering a mandrel 20a for fine centering on the electrical contact carrier 5 is assigned.
  • a centering mandrel 20a and a centering bush 20b are arranged with each other.
  • the electrical contact terminals 6 are arranged according to a certain scheme, largely in a plane and transverse to the longitudinal direction 100 of the coupling, in the contact mirror. It should be noted which, in addition to being equipped with standard pin socket contacts for coupling electrical signals, may also be designed with special data bus contacts and CCTV contacts (multimedia and television).

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Details Of Connecting Devices For Male And Female Coupling (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
  • Agricultural Machines (AREA)
  • Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)
  • Small-Scale Networks (AREA)
  • Mechanical Operated Clutches (AREA)

Claims (7)

  1. Attelage central automatique, en particulier du modèle "Tightlock/AAR", pour un véhicule ferroviaire en plusieurs éléments, comprenant :
    - une tête d'attelage (1) pour l'accouplement mécanique avec coopération de forces d'une première caisse de wagon avec une seconde caisse de wagon voisine, ladite tête d'attelage (1) comprenant des organes de centrage (20) pour le centrage préliminaire et pour le centrage fin, réalisés sous la forme d'un agencement à goujon-et-douille (13 ; 14) ;
    - une unité portante (2) agencée au-dessous de la tête d'attelage (1), qui comporte au moins un terminal hydraulique et/ou à air comprimé (3) d'une conduite hydraulique et/ou d'une conduite à air comprimé ;
    - un porte-contacts électrique (5) agencé au-dessous de l'unité portante (2) et réalisé avec possibilité de translation dans la direction longitudinale (100) de l'attelage central, ledit porte-contacts comportant des bornes de contact (6) pour des liaisons électriques ; et
    - un dispositif d'actionnement (7) à pilotage hydraulique ou pneumatique via la conduite hydraulique et/ou la conduite à air comprimé (64), pour la translation longitudinale du porte-contacts électrique (5),
    dans lequel le porte-contacts électrique (5) se trouve, dans la situation découplée, dans une position découplée derrière le plan d'accouplement (8) de l'attelage central, et le porte-contacts électrique (5) est susceptible d'être déplacé depuis la position postérieure découplée au moyen du dispositif d'actionnement (7) vers une position antérieure et prête à un accouplement dans le plan d'accouplement (8),
    caractérisé en ce que
    les organes de centrage (20) servent simultanément de dispositif de déclenchement (9) pour déclencher un mécanisme d'accouplement (10) afin d'accoupler ledit au moins un terminal hydraulique et/ou à air comprimé (3) lors de l'accouplement mécanique des caisses de wagons voisines, et dans lequel, dans la douille (14) de l'agencement à goujon-et-douille (13 ; 14), laquelle reçoit lors de l'accouplement avec la caisse de wagon voisine le goujon, agencé de façon complémentaire, de la caisse de wagon voisine, une tige de déplacement (16) est agencée avec possibilité de translation en direction longitudinale (100) de l'accouplement, tige qui est déplacée en éloignement du plan d'accouplement (8) par un goujon en pénétration de la caisse de wagon voisine lors de l'accouplement mécanique de la caisse de wagon voisine, et déclenche ainsi le mécanisme d'accouplement (10).
  2. Attelage central selon la revendication 1, caractérisé en ce qu'au moins un terminal hydraulique et/ou à air comprimé (3) est agencé dans un boîtier (12) capable de se déplacer en translation en direction longitudinale (100) de l'attelage central de telle façon que ledit au moins un terminal hydraulique et/ou à air comprimé (3) se présente, dans la situation découplée, dans une position découplée derrière le plan d'accouplement (8), et est susceptible d'être déplacé conjointement avec le boîtier (12) à l'aide du mécanisme d'accouplement (10) depuis la position postérieure découplée jusque dans une position antérieure prête à l'accouplement, dans le plan d'accouplement (8).
  3. Attelage central selon l'une des revendications précédentes, caractérisé en ce que le mécanisme d'accouplement (10) comprend un bras pivotant (18) monté en rotation autour d'un goujon de pivotement (17), ledit bras reliant la tige de déplacement (16) au boîtier (12) dudit au moins un terminal hydraulique et/ou à air comprimé (3) en coopération de forces.
  4. Attelage central selon la revendication 3, caractérisé en ce que le bras pivotant (18) est relié d'une part à la tige de déplacement (16) et d'autre part au boîtier (12) de telle façon que seules des forces de traction ou de poussée sont transmises de la tige de déplacement (16) au boîtier (12) dans la direction longitudinale (100) de l'accouplement.
  5. Attelage central selon l'une des revendications précédentes, caractérisé en ce que le dispositif de déclenchement (9) comprend en outre un moyen de rétablissement (19), lequel est réalisé de manière à, après le désaccouplement mécanique des deux caisses de wagons voisines, rétablir le mécanisme d'accouplement (10) dans un état non déclenché dans lequel le terminal hydraulique et/ou à air comprimé (3) est découplé et les conduites hydrauliques et/ou à air comprimé (4) se présentent séparément.
  6. Attelage central selon la revendication 5, caractérisé en ce que le moyen de rétablissement (19) comprend un élément à un ressort qui est bandé lors du déclenchement du mécanisme d'accouplement (10) et qui se détend après le désaccouplement mécanique.
  7. Attelage central selon l'une des revendications précédentes, caractérisé en ce qu'après l'accouplement dudit au moins un terminal hydraulique et/ou à air comprimé (3), celui-ci est maintenu dans le plan d'accouplement (8) au moyen de d'un dispositif de limitation (22).
EP04013265A 2004-06-04 2004-06-04 Attelage central automatique pour un train composé de plusieurs véhicules ferroviaires. Expired - Lifetime EP1602547B1 (fr)

Priority Applications (6)

Application Number Priority Date Filing Date Title
DE502004001270T DE502004001270D1 (de) 2004-06-04 2004-06-04 Automatische Mittelpufferkupplung für ein mehrgliedriges Schienenfahrzeug
AT04013265T ATE337213T1 (de) 2004-06-04 2004-06-04 Automatische mittelpufferkupplung für ein mehrgliedriges schienenfahrzeug
EP04013265A EP1602547B1 (fr) 2004-06-04 2004-06-04 Attelage central automatique pour un train composé de plusieurs véhicules ferroviaires.
PL04013265T PL1602547T3 (pl) 2004-06-04 2004-06-04 Automatyczny sprzęg cięgłowo-zderzny dla wieloczłonowego pojazdu szynowego
US11/143,569 US7458477B2 (en) 2004-06-04 2005-06-03 Automatic central buffer for a multi-member rail vehicle
AU2005202441A AU2005202441B2 (en) 2004-06-04 2005-06-06 Automatic central buffer coupling for a multi-member rail vehicle

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP04013265A EP1602547B1 (fr) 2004-06-04 2004-06-04 Attelage central automatique pour un train composé de plusieurs véhicules ferroviaires.

Publications (2)

Publication Number Publication Date
EP1602547A1 EP1602547A1 (fr) 2005-12-07
EP1602547B1 true EP1602547B1 (fr) 2006-08-23

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EP04013265A Expired - Lifetime EP1602547B1 (fr) 2004-06-04 2004-06-04 Attelage central automatique pour un train composé de plusieurs véhicules ferroviaires.

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Country Link
US (1) US7458477B2 (fr)
EP (1) EP1602547B1 (fr)
AT (1) ATE337213T1 (fr)
AU (1) AU2005202441B2 (fr)
DE (1) DE502004001270D1 (fr)
PL (1) PL1602547T3 (fr)

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ATE401225T1 (de) * 2005-09-08 2008-08-15 Voith Turbo Scharfenberg Gmbh Automatische mittelpufferkupplung mit einer antenne zur drahtlosen signalübertragung
DE102006051598B4 (de) * 2006-11-02 2009-12-24 Astrium Gmbh Vorrichtung zur selbständigen Herstellung elektrischer Steckverbindungen
DE102008048440B4 (de) * 2008-09-23 2011-04-14 Era-Contact Gmbh Mittelpufferkupplung für schienengebundene Fahrzeuge
DE102010045742A1 (de) * 2010-09-17 2012-03-22 Harting Electric Gmbh & Co. Kg Elektrokupplung für Eisenbahnen
CN103818403B (zh) * 2014-03-20 2016-03-09 中车青岛四方车辆研究所有限公司 车钩用电气连接器推送装置
CN105015574B (zh) * 2015-07-24 2017-10-03 北京铁路局丰台车辆段 一种铁路货车自动摘挂装置

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US3387714A (en) * 1966-03-14 1968-06-11 Midland Ross Corp Retractable trainline connector device
CH503606A (it) * 1969-02-25 1971-02-28 Westinghouse Italiana Dispositivo di accoppiamento automatico delle condotte pneumatiche di veicoli ferroviari, associato ad un meccanismo di aggancio automatico del tipo Willison
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Publication number Publication date
DE502004001270D1 (de) 2006-10-05
PL1602547T3 (pl) 2007-04-30
AU2005202441B2 (en) 2010-12-23
AU2005202441A1 (en) 2005-12-22
US7458477B2 (en) 2008-12-02
US20050282422A1 (en) 2005-12-22
ATE337213T1 (de) 2006-09-15
EP1602547A1 (fr) 2005-12-07

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