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EP-4739564-A1 - DECOUPLING SYSTEM, AUTOMATIC DRAUGHT COUPLING AND RAIL VEHICLE WITH AN AUTOMATIC DRAUGHT COUPLING WITH A DECOUPLING SYSTEM OF THIS TYPE, AND METHOD FOR DECOUPLING AN AUTOMATIC COUPLING THAT IS MECHANICALLY COUPLED TO A COUNTER DRAUGHT COUPLING

EP4739564A1EP 4739564 A1EP4739564 A1EP 4739564A1EP-4739564-A1

Abstract

The invention relates to generic railborne vehicles and in particular rail vehicles. In particular, the invention relates to a decoupling system for an automatic draught coupling for a rail vehicle, and a draught coupling with a decoupling system of this type, and a method for decoupling an automatic draught coupling that is mechanically coupled to a counter draught coupling. The invention is characterised in that, by a user, an actuation request (X-EK) is provided for transferring the coupling closure (8) from a coupled into a decoupled position and the control unit (11) actuates the decoupling device (9) to transfer the coupling closure (8) from a coupled into a decoupled position according to the actuation request (X-EK), wherein the actuation only takes place upon or after receipt of information confirming a verification of the actuation request (X-EK).

Inventors

  • KOLSHORN, KAY UWE

Assignees

  • Voith Patent GmbH

Dates

Publication Date
20260513
Application Date
20240927

Claims (18)

  1. 1. A decoupling system (10) for an automatic train coupling (4, 5), in particular of a track-bound vehicle, in particular a rail vehicle (2, 3) in the form of a freight wagon, comprising a decoupling device (9) with an actuator that can be operatively connected to a coupling lock (8) of the train coupling (4, 5) for moving the coupling lock (8) from a coupled to an uncoupled position; an activation device (12) for specifying an actuation request (X-EK) for the decoupling device (9) for moving the coupling lock (8), in particular from a coupled to the uncoupled position, wherein the activation device is designed and arranged to be suitable for specifying actuation requests for different functional positions of an uncoupled position; a control device (11) assigned to the train coupling (4, 5) for controlling the uncoupling device (9) with an interface for at least indirect coupling to the activation device (12), characterized in that the control device (11) comprises a second interface for coupling to a verification device (14) for specifying verification information (X-V) for the actuation request (X-EK) and the control device (11) is designed and configured to evaluate the verification information (X-V) specified via the second interface and, if an evaluation result verifying the actuation request (X-EK) is present, to control the uncoupling device (9) in accordance with the actuation request (X-EK) specified by the activation device (12).
  2. 2. Decoupling system (10) according to claim 1, characterized in that the coupling between control device (11) and Activation device (12) and/or control device (11) and verification device (14) is designed as a wireless connection, in particular radio connection such as Bluetooth; WLAN or is designed as a line connection.
  3. 3. Uncoupling system (10) according to one of claims 1 to 2, characterized in that the control device (11), the activation device (12) and/or the verification device (14) each comprise transmitting and/or receiving means for unidirectional or preferably bidirectional exchange of information
  4. 4. Uncoupling system (10) according to one of claims 1 to 3, characterized in that the activation device (12) comprises a manually operable presetting device (17.1, 17.2) for presetting the actuation request (X-EK), which is designed in particular as a device selected from the following devices: - a stationary setting or actuating device that can be arranged in or on the track-bound vehicle carrying the train coupling, in particular a lever, switch, button, touchscreen, display - mobile specification device, in particular remote control; mobile phone; smartphone, laptop; computer and/or the verification device (14) a manually operable specification device for specifying the verification information, which is designed in particular as a device selected from the following devices: a specification device that can be arranged stationary in or on the track-bound vehicle carrying the train coupling, in particular a lever, switch, button, touchscreen, display a mobile control device, in particular a remote control; mobile phone; smartphone, laptop; computer.
  5. 5. Uncoupling system (10) according to claim 4, characterized in that the manually operable presetting device for presetting the verification information (X-V) is controlled by the manually operable presetting device (17.1, 17.2) for presetting the actuation request (X-EK) is formed, wherein the actuation request (X-EK) and verification information (X-V) are present with a time offset and the control device (11) is designed and configured to recognize the verification information (X-V) from the pattern of the actuation of the specification device (17.1, 17.2).
  6. 6. Uncoupling system (10) according to one of claims 1 to 5, characterized in that the verification device (14) comprises a verification information carrier device for storing static verification information (X-V) or verification information that can be dynamically assigned thereto, and transmitting and/or receiving means for unidirectional or bidirectional exchange of information with the control device (11) and/or an assignment device for transmitting the verification information (X-V) to the verification carrier device, in particular the verification device (14) comprises at least transmitting means for transmitting the verification information (X-V) to the control device (11) and at least one of the following receiving means: - Receiving means for receiving a Verification information transmitted by the allocation institution; - Receiving means for receiving a Verification information request from the control device (11).
  7. 7. Uncoupling system (10) according to claim 6, characterized in that the control device (11) comprises a storage unit for storing a static piece of verification information or a second piece of verification information that can be assigned dynamically thereto via a third interface for coupling to an assignment device and for evaluating the verification information (X-V) that can be predetermined by the verification device (14), and the control device (11) is designed and oriented in such a way as to evaluate the actuation request (X-EK), the verification information (X-V) and the second piece of verification information.
  8. 8. Automatic train coupling (4) for mechanically coupling with a counter-train coupling (5) of a track-bound vehicle, in particular a rail vehicle, comprising a coupling head (6) which has a coupling head housing (7) and a coupling lock (8), wherein the coupling lock (8) is designed in particular as a rotary lock with a coupling eye and a frog which can be rotated about a main axis between a coupled position and an uncoupled position, and an uncoupling system (10) according to one of claims 1 to 7.
  9. 9. A track-bound vehicle, in particular a rail vehicle (2, 3) with an automatic train coupling (4, 5) according to claim 8, characterized in that the activation device (12) preferably comprises a manually operable actuating device (17.1, 17.2), in particular a push-button switch, which is arranged stationary on the vehicle (2, 3) and is coupled to the control device (11) assigned to the train coupling (4, 5) and in a preferred embodiment the verification device (14) is controlled by a mobile device located in the near field of the train coupling (4, 5), in particular a key card with storable verification information (X-EK) and Transmitting and receiving devices or a smartphone, a laptop, a remote control with input device for the verification information (X-EK) by an operator.
  10. 10. Method for uncoupling a train coupling (4) coupled to a counter-train coupling (5), in particular with a cone-funnel coupling profile formed on the front side of the coupling head, comprising: - a coupling closure (8) designed as a rotary closure with at least one coupling eye and a frog, wherein the frog is rotatable about a main axis at least between a coupled position and an uncoupled position, the coupling eye is connected to the frog by a first end rotatable about a coupling eye axis and has a second free end; and the frog has a mouth arranged to receive a second end of a coupling eye of an oppositely identical coupling head, - a decoupling system (10) assigned to the train coupling (4) with a decoupling device (9) which can be operatively connected to the coupling lock (8) of the train coupling (5) for moving the coupling lock (8) of the train coupling (4) from a coupled to an uncoupled position, in which an operator specifies an actuation request (X-EK) for moving the coupling lock (8) from a coupled to an uncoupled position, wherein the actuation request (X-EK) for the uncoupled position is specified as an actuation request for one of the following functional positions: a) an over-drawn position of the rotary lock causing the coupling eye to slide out of the coupling mouth b) a position of the rotary lock ready for coupling c) a blocked position of the rotary lock in which a mechanical connection with a counter-train coupling is prevented; and in which the control device (11 ) the uncoupling device (9) for moving the coupling closure (8) from a coupled into controls a decoupled position as a function of the actuation request (X-EK), whereby control only takes place when or after the presence of information confirming verification of the actuation request (X-EK) and whereby the actuation request is either verified for all functional positions by the same information or the actuation requests for individual functional positions of the decoupled position are verified by different information.
  11. 11. Method according to claim 10 with a decoupling system (10) according to one of claims 1 to 7, in which an operator specifies an actuation request (X-EK) for moving the coupling lock (8) from a first functional position of the uncoupled position to another second functional position of the coupled position and the control device (11) controls the decoupling device (9) for moving the coupling lock (8) as a function of the actuation request (X-EK).
  12. 12. The method according to claim 10 or 11 with a decoupling system (10) according to one of claims 1 to 8, in which a) an actuation request (X-EK) for controlling the decoupling device (9) to move the coupling lock (8) from a coupled position to an uncoupled position or from a first functional position of the uncoupled position to another second functional position of the uncoupled position is specified via an interface of a control device (11) of the decoupling device (9); b) verification information (XV) for confirming the actuation request (X-EK) is specified via a further second interface of the control device (11); c) the actuation request (X-EK) and the verification information (XV) are evaluated in the control device (11) and, if an evaluation result confirming the verification of the actuation request is available, the control device (11) controls an actuator of the uncoupling device (9) in such a way that a coupling lock (8) of the train coupling (4) which is operatively connected thereto is transferred from its coupled position to its uncoupled position or from a first to a second functional position of the uncoupled position.
  13. 13. Method according to claim 10 to 12, in which - the control device (11) checks, upon or after receipt of the actuation request (X-EK), within a predefined period of time, the presence of verification information (X-V) that can be specified by the verification device and, if this information is not present, suspends the actuation request.
  14. 14. Method according to one of claims 10 to 13, in which - the actuation request (X-EK) is specified by the active actuation of a presetting device by an operator, in particular the active actuation of an actuating element (17.1, 17.2) arranged stationary on the vehicle carrying the train coupling (4) in the form of a lever or switch which is at least indirectly coupled to the first interface of the control device (11).
  15. 15. Method according to one of claims 10 to 14, in which - the operator, after specifying the actuation request (X-EK), enters or specifies the verification information (XV) on an input device of the verification device (14), in particular an external mobile device (18) and the Verification device (14) sends the verification information (XV) to the control device (11) and/or the control device (11) sends a request to the verification device (14) to transmit the verification information (XV) to the control device (11) and either verification information (XV) stored or entered in the verification device (14) is sent as a request response to the control device (11) to specify the verification information (XV) thereon or the operator is requested to actively enter or specify verification information (XV) on or in the verification device (14) and the verification device (14) sends the verification information (XV) as a request response to the control device (11).
  16. 16. Method according to one of claims 10 to 15, characterized in that the verification of the actuation request (X-EK) is carried out in several stages by repeated exchange of verification information (X-V) between the control device (11) and the verification device (14).
  17. 17. Method according to one of claims 10 to 16, in which verification information is dynamically assigned to the verification device (14) and/or the control device (11) by an allocation device and stored in them.
  18. 18. Method according to one of claims 16 to 17, in which in the control device (11) the evaluation result from the comparison or a function from the verification information stored in the control device (11) or assigned to it via the assignment device and the verification device (14) transmitted verification information (XV) and, if an evaluation result confirming the actuation request (X-EK) is present, controls the uncoupling device (9) in accordance with the actuation request (X-EK).

Description

Uncoupling system, automatic train coupling and rail vehicle with an automatic train coupling with such an uncoupling system and method for uncoupling an automatic coupling mechanically coupled to a counter-train coupling The present invention relates generally to track-guided vehicles and, in particular, to rail vehicles. More specifically, the invention relates to a decoupling system for an automatic train coupling for a rail vehicle and a train coupling with such a decoupling system, as well as a method for decoupling an automatic train coupling mechanically coupled to a counter train coupling. An automatic train coupling is understood in particular to be a coupling for mechanically connecting rail-bound vehicles, which automatically establishes a mechanical connection when it meets a counter-train coupling. Such automatic train couplings usually have a coupling head with a coupling housing and a coupling lock with a locking mechanism. The coupling lock is designed as a rotary lock with a coupling eye and a frog, whereby the frog can be rotated about a main axis, namely between a coupled position and an uncoupled position. The coupling eye is connected to the frog by a first end or end region so that it can be rotated about a coupling eye axis and has a second free end or a second free end region. The frog has a mouth for receiving a corresponding second end or a corresponding second end region of a coupling eye of an opposite coupling head of a counter-coupling. The uncoupled position is also generally referred to as the ready-to-couple position, since in this position the train couplings of the two car bodies can be moved towards each other and then coupled. The uncoupling, i.e. the dissolution of the mechanical connection between two coupled train couplings by moving the coupling lock of at least one of the train couplings from a coupled to an uncoupled position, takes place depending on the area of application of such train couplings. For example, train couplings for coupling two rail vehicles in a passenger train are equipped with an automatically operated uncoupling device, usually a hydraulic uncoupling device, which is activated in response to an actuation request to move the coupling lock from a coupled to an uncoupled position. Such rail vehicle trains with a traction unit are relatively static in terms of their structure and are rarely separated. The separation of two rail vehicles in such a train is achieved centrally by actuating an activation device from the traction unit. This eliminates the possibility of incorrect operation. The situation is different with such train couplings on freight wagons. These are equipped with a mechanical uncoupling device, which, in the form of rods or cables, transmits an actuating force manually exerted by the operator to the coupling lock and moves the coupling lock from the coupled to the uncoupled position. These also lack the electrical connection between the coupled wagons, which would enable automatic central control. The first versions of an automated uncoupling device in freight trains currently being tested are characterized by an electromechanical or electrohydraulic drive, which is arranged on the train coupling or integrated in the train coupling and can be operatively connected to the coupling lock. For this purpose, a control device is assigned to the uncoupling devices, to which an actuation request in the form of an uncoupling signal is fed and which controls the electromechanical or electrohydraulic uncoupling device, in particular the actuator, accordingly. The uncoupling signal present as an actuation request can be specified, for example, via a device arranged on the car body, in particular in the form of a push-button switch. In order to be able to be actuated both when the train is stationary and at low speeds, it is mounted on the outside of the car body and is therefore easily accessible from the outside. For this purpose, the push-button switch must be designed to be quite large and easy to operate (even with gloves in winter), but also to protect against non- to protect against unauthorized operation. Mechanical protection via a key box would significantly limit ease of use and make operation almost impossible, especially while driving slowly. The invention is therefore based on the object of designing a decoupling system for an automatic train coupling, an automatic train coupling and a rail vehicle with an automatic train coupling and such a decoupling system in such a way that, on the one hand, simple operation and accessibility of the activation device for specifying the actuation request for moving the coupling lock from a coupled to an uncoupled position is provided, but at the same time incorrect actuations which would result in an undesired separation of a rail vehicle combination or an undesired re-coupling or would prevent a desired coupling are avoided. The solution according to the invention is characterized by the fea