EP3259170B1 - Method and device for centering an uncoupled central buffer coupling - Google Patents

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, especially passenger rail vehicles for local traffic such as subways, are almost exclusively equipped with central buffer couplings. These central buffer couplings can be designed in such a way that they automatically couple and uncouple, as well as automatically establish the necessary line connections between the vehicles. This is particularly necessary for fully automatically operated, driverless rail vehicles which carry out all operational maneuvering and coupling processes fully automatically. A limiting factor here is the permissible angular offset of the central buffer couplings to be coupled to one another, which must not exceed a certain amount, since otherwise the coupling process cannot be carried out automatically. The non-coupled couplings at the start and end of the train are resiliently held in the middle position with a suitable device in order to prevent the coupling from oscillating while driving. This means that a coupling process in a track curve can only be carried out if the curve radius is a does not fall below a certain value and the so-called grip range of the clutch is not left. A coupling process is therefore only possible with manual help in narrower track radii. 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 according to the rotation angle of the bogie, see e.g. B. US 2014/0284297 A1 .

This method has considerable disadvantages, since the linkage requires installation space on the underside of the vehicle and requires regular maintenance. Furthermore, it is ineffective at transitions from a straight track section to a curve (corner entry), since at this point the relevant bogie 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, with which the uncoupled central buffer couplings can be centered for every track radius traversable by the vehicle.

The object is achieved by a method with the features of claim 1 and a rail vehicle according to claim 3.

Advantageous configurations are the subject of subordinate claims.

According to the basic idea of the invention, the claim describes a method for centering an uncoupled central buffer coupling of a rail vehicle.

This has the advantage of being able to place the central buffer coupling at any time in such a position (angular position relative to the longitudinal vehicle) that a coupling process can be carried out. The clutch is brought into a position (target position) with the aid of force, in which it is located in its respective gripping area, so that an automatic coupling process can be carried out without manual intervention. For this purpose, a power drive is to be 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's 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. This control device is to be equipped to supply sensor signals by means of which certain criteria can be supplied to the control device. From these signals describing the criterion, the control device determines an optimal angular position of the central buffer coupling relative to the vehicle's longitudinal axis (target position), in which the central buffer coupling is centrally located in its gripping area. Subsequently controls the Control device controls the drive so that the central buffer coupling assumes this target position.

It is particularly advantageous to carry out the method according to the invention exclusively before a planned coupling process. The angular position of an uncoupled central buffer coupling (at each end of the train) is insignificant during operation and is only relevant during a coupling process. By dispensing with continuous control of the drive, energy consumption can be reduced and wear and tear on the drive minimized.

As a criterion that is not claimed for determining the desired position of the uncoupled central buffer coupling, the angle of rotation of the bogie closest to the coupling with respect to the longitudinal axis of the vehicle can be used, similar to known mechanical solutions. This angle of rotation can easily be recorded with conventional sensors and provides a precise way of determining the current curve radius. From this radius the required horizontal pivoting, i. the target position of the central buffer coupling can be determined. The geometry of the specific rail vehicle (e.g. the length of the central buffer coupling, the location of the pivot point, the gripping area) is included in this calculation. However, it is disadvantageous that there is no centering at a transition from straight to curved track sections.

Another unclaimed criterion for determining the desired position of the uncoupled central buffer coupling is the position of the rail vehicle on the route. On routes that have been measured with sufficient accuracy, the determination of the current position on the route can provide a position for this position optimal pivoting of the central buffer coupling can be determined. A sufficiently precise position determination is necessary for this. As a result, however, exact centering can also take place at a transition from straight to curved track sections.

The advantageous claimed criterion is obtained by means of image recognition of the track position. Using suitable image recognition methods, the position of the central buffer coupling in relation to the tracks can be continuously determined. A correction value can be determined from this determination and the central buffer coupling can be moved into its desired position. Methods of classic image recognition or stereo cameras and image recognition methods adapted to stereo cameras can be used for optical detection of the position. For a particularly precise detection, it is advisable to actively scan the area in front of the vehicle using light patterns or laser scanning.

It is advisable to equip all central buffer couplings of a vehicle or a train set that can be used for automatic coupling with a device according to the invention. This means that fully automatic driving can be ensured along the entire route. This is particularly advantageous because in this way both a fully automatic shunting operation for the fully automatic compilation of the required train combinations and a rescue operation are possible in which a defective train can be recovered by another train at any position on the route.

The centering of an uncoupled central buffer coupling can be driven by any means commonly used in rail vehicles, for example by means of compressed air or an electric drive. According to the state of the art, central buffer couplings are equipped with a resilient return to their geometric central position. This prevents arbitrary movement of the clutch while driving, which loads the clutch bearing and the end stops and leads to the development of noise. A fixed centering device is connected to the vehicle frame, around which the coupling rod can be rotated and automatically returns to the central position by means of spring force. 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 is arranged so that it can rotate itself, so that the central position into which the coupling rod automatically returns can be adjusted within a certain angular range. For this purpose, the centering must be equipped with a preferably electric rotary drive. It is particularly advantageous that the so-called overload protection remains effective and the coupling rod continues to be deflectable against the spring force. Another advantage is that in coupled operation, the drive acting on the centering does not have to be decoupled. It is sufficient to use the central buffer coupling in coupled operation, i.e. the centering to bring it into its geometric middle position.

Another embodiment of the invention provides vehicles with central buffer couplings without spring-assisted centering with a centering of an uncoupled one Equip central buffer coupling, preferably a linear drive can be used. In this embodiment, the linear drive must be equipped with suitable means of overload protection (springs, slipping clutch) and be able to be decoupled for the coupled operation of the vehicle. With compressed air linear drives, this can be done by venting the pneumatic drive.

Another embodiment of the invention provides for the control device to be set up together with a clutch controller which controls the actual clutch process. This enables an integrated, compact centering and control device to be created.

Brief description of the drawings

• Fig.1 Schienenfahrzeug mit einer Zentrierung einer ungekuppelten Mittelpufferkupplung, Ansicht von Oben.
• Fig.2 Schienenfahrzeug mit einer Zentrierung einer ungekuppelten Mittelpufferkupplung, Seitenansicht.
• Fig.3 Einrichtung zur Zentrierung einer ungekuppelten Mittelpufferkupplung.
• Fig.4 Kupplungslager mit einer Mittenzentrierung, besonders geeignet für einen Drehantrieb.
• Fig.5 Kupplungslager mit einer Mittenzentrierung, besonders geeignet für einen Linearantrieb.

It shows as an example:

• Fig.1 Rail vehicle with a centering of an uncoupled central buffer coupling, view from above.
• Fig. 2 Rail vehicle with a centering of an uncoupled central buffer coupling, side view.
• Fig. 3 Device for centering an uncoupled central buffer coupling.
• Fig. 4 Coupling bearing with a centering, particularly suitable for a rotary drive.
• Fig. 5 Coupling bearing with centering, particularly suitable for a linear drive.

Implementation of the invention

Fig.1 shows an example and schematically a rail vehicle with a centering of an uncoupled central buffer coupling in a view from above. A rail vehicle 1 is shown, comprising a bogie 5 and a central buffer coupling 2, which is located on a track 4. The track 4 has a straight track section A and a track curve 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 curve B of the track. As a result, the tip of the central buffer coupling 2 is positioned outside the geometric center of the track and coupling with another rail vehicle may therefore be impossible. The central buffer coupling 2 is mounted so that it can pivot horizontally with respect to the car body of the rail vehicle 1 and its angular position can be changed by means of a drive 3. Fig. 1 represents the initial state before the centering device was put into operation, or the state while driving without the intention of a coupling process.

Fig. 2 shows an example and schematically a rail vehicle with a centering of an uncoupled central buffer coupling in a side view. A rail vehicle 1 is shown in a side view, the area directly in front of the front of the rail vehicle 1 being detected by means of an optical image recognition device. The optical detection 8 extends over the central buffer coupling 2 and the track 4.

Fig. 3 shows an exemplary and schematic 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 controls the drive 3. The control device 5 itself can include the necessary devices such as power electronics for electrical drives or pneumatic controls for pneumatic drives, or they can be designed as a separate assembly. The control device 5 comprises an interface 7 for data communication with a vehicle controller (in Fig. 3 not shown) via which operating data can be transmitted bidirectionally. Via this interface 7, for example, a command to initiate automatic centering can be transmitted to the control device 5, or a completed centering can be reported back to the vehicle control. Furthermore, at least one criterion 6 is transmitted to the control device 5, by means of which the setpoint position of the central buffer clutch 2 or the drive 3 is determined by the control device.

Fig. 4 shows an example and schematically a coupling bearing with a centering, which is particularly suitable for a rotary drive. The rotatable mounting of a central buffer coupling 2 at the location of the coupling bearing is shown. The coupling rod is shown in section on the left, and the attachment 10 for mounting the coupling unit on the vehicle structure on the right. The middle, essentially circular component represents the centering, which is fixed in conventional couplings and around which the coupling rod pivots. One is deflected by means of spring and damping elements Coupling rod returned to the middle position. This centering should be carried out so that it can be rotated, so that a variable center position that can be specified in a certain angular range is created. The other functions such as overload protection and manual swiveling remained unaffected. This embodiment is particularly suitable for an electrical rotary drive of the centering. The drive can be mounted below the coupling on the vehicle structure.

Fig. 5 shows an example and schematically a clutch bearing which is particularly suitable for a linear drive. The embodiment shown has a conventional, spring-loaded centering and can be easily adjusted by means of a drive (in. Fig. 5 not shown) can be equipped with automatic centering. A drive is to be provided, which on the Fig. 5 The coupling rod shown on the left works. The mechanical force of the centering counteracting the deflection of the coupling rod can easily be overcome by the drive. The drive can be switched off for operation in the coupled state and while driving without the intention of coupling. This embodiment is particularly suitable for pneumatic drives, since these can be displaced without force when the pneumatic cylinder is vented and do not offer any resistance to the deflection of coupled coupling rods.

List of names

1

Rail vehicle

2

Central buffer coupling

3

drive

4th

track

5

Control device

6

criteria

7th

Interface

8th

optical detection

9

Centering

10

Attachment

A.

straight track section

B.

Curved track

Claims (5)

1. Method for positioning an uncoupled central buffer coupling (2) of a rail vehicle (1) into an angular position in relation to the vehicle longitudinal axis, in which the central buffer coupling lies in the middle of its gripping range, wherein the central buffer coupling (2) is arranged such that it can be horizontally pivoted by means of a force-operated drive (3), with the following method steps:

   - determining the angular position of the central buffer coupling (2) in relation to the track (4) by means of an optical image recognition method and transmitting said position information to a control facility (5),

   - determining a target setting of the central buffer coupling (2), in which the central buffer coupling (2) lies in the middle of its gripping range, by means of the position information by way of the control facility (5),

   - actuating the drive (3) by way of the control facility (5), until the central buffer coupling (2) has assumed the target setting.
2. Method for positioning an uncoupled central buffer coupling (2) of a rail vehicle (1) according to claim 1,
   characterised in that the optical position determination of the central buffer coupling (2) in relation to the track (4) is supported by the emission of a light pattern.
3. Rail vehicle (1) with a positioning of an uncoupled central buffer coupling (2), wherein the central buffer coupling (2) is arranged such that it can be horizontally pivoted by means of a force-operated drive (3),
   characterised in that the rail vehicle comprises an image recognition facility, by means of which an optical detection (8) of the angular position of the central buffer coupling is provided, by way of which a determination of the angular position of the central buffer coupling (2) in relation to the track can take place by means of an image recognition method,
   wherein a transmitting of said angular position of the central buffer coupling (2) to a control facility (5) is provided, wherein the control facility (5) is configured to ascertain a target setting of the central buffer coupling (2), in which the central buffer coupling (2) lies in the middle of its gripping range, and to actuate the drive (3).
4. Rail vehicle (1) with a positioning of an uncoupled central buffer coupling (2) according to claim 3,
   characterised in that the control facility (5) is equipped with an interface (7) to a vehicle controller, via which a signal indicating an intended coupling procedure can be transmitted to the control facility (3).
5. Rail vehicle (1) with a positioning of an uncoupled central buffer coupling (2) according to claim 4,
   characterised in that the optical detection (8) of the angular position of the central buffer coupling (2) in relation to the track (4) is supported by the emission of a light pattern.

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