DE102019121649A1 - Automatic air coupling for a rail vehicle - Google Patents

Abstract

The invention relates to an automatic air coupling for a rail vehicle, in particular in the form of a freight wagon, with a mouthpiece for coupling the air coupling to an opposite air coupling; with a compressed air connector for connecting the air coupling to a rail vehicle compressed air system; with a flow channel that conducts the mouthpiece with the compressed air connector with a valve arranged in the flow channel which has a valve body and a valve seat, the valve body being movable between an open position, in which it at least largely or completely releases the flow channel, and a closed position, in which it closes the flow channel in a pressure-tight manner; with a valve drive which at least indirectly engages the valve body in order to actuate it from the open position into the closed position and / or from the closed position into the open position; The valve drive comprises a shaft which can be rotated about an axis of rotation and is designed for non-rotatable connection to a rail vehicle coupling lock or is formed by a rail vehicle coupling lock and is provided with at least one cam which at least indirectly engages the valve body to actuate it that at least one position sensor is provided in the area of the cam, which detects a rotational position of the cam at least indirectly.

Description

The present invention relates to an automatic air coupling for a rail vehicle, the rail vehicle being designed in particular in the form of a freight car, in detail according to the preamble of claim 1.

Automatic air couplings are conventionally used in rail vehicles intended for passenger traffic and are part of the automatic train coupling there. The automatic air coupling is used to couple the main air line between the individual rail vehicles of a train, that is, between the individual wagons, whereby wagons are both railcars and pulled / pushed wagons. The necessary air pressure must be built up in the main air line of the train in order to release the brakes of all coupled rail vehicles. Conversely, if the air pressure in the main air line falls, the respective rail vehicle is braked.

In passenger traffic, the air coupling is automatically activated when two automatic train couplings are driven against each other and a secure mechanical connection is established between the train couplings. As a rule, the mouthpiece of the respective air coupling is positioned centrally on the upper edge of the face plate and a flow channel for the compressed air, in which a valve is arranged, connects to the mouthpiece. The flow channel opens beyond the valve, as seen from the mouthpiece, in a compressed air nozzle to which a compressed air hose or a compressed air pipe of the corresponding rail vehicle can be connected in order to establish the connection to the brakes or to the other end of the rail vehicle and the air coupling provided there.

The valve in the flow channel is actuated mechanically by the so-called coupling lock, more precisely by its main bolt, which is rotated by a so-called frog connected to it in a rotationally fixed manner when the pulling couplings are driven against each other. With the frogs of both couplings and corresponding coupling loops, in which the projections of the frogs engage, the mechanical locking between the two pulling couplings is established. Uncoupling is also done by turning the frogs and thus the coupling lock and the main bolt.

Generic automatic air couplings have an extension of the coupling lock or the main pin, the extension in the form of a shaft can be connected to the coupling lock or the main pin in a rotationally fixed manner and is provided with a cam which, when the shaft is rotated, the valve in the sense of opening the flow channel operated during the coupling process. During the uncoupling process, the cam is rotated back with the shaft and releases the valve, which is then closed by the force of a spring accumulator and blocks the flow channel.

The position of the valve or of a valve body of the valve which works together with a valve seat is thus dependent on the position of the coupling lock. In the ready-to-couple position, the valve keeps the flow channel and thus the main air line closed. In the coupled position, the valve keeps the flow channel and thus the main air line open.

When coupling, the mouthpieces of both air couplings meet and are pressed together airtight. At the same time, the coupling lock or its main pin rotates into the coupled position and opens the valve, as explained.

If the coupling breaks, i.e. if the pulling couplings are accidentally moved apart, although the main bolt is in the locked position, the position of the cam in relation to the coupled state also remains unchanged. This leaves the valve open and the main air line can be vented. The pressure drop leads to an emergency braking of the rail vehicle because the brakes are applied.

Such automatic air couplings are not conventionally used in freight wagons. Rather, simple pipe sections are coupled here via seals on the face in order to connect the main air line of two rail vehicles to one another. This makes it possible to design such couplings and all of the main air lines with a particularly large flow cross section. The great length of trains with freight wagons is remarkable. If the clutch breaks, the pressure drop in the main air line must spread from vehicle to vehicle starting from the break point in order to brake all vehicles together. High demands are therefore placed on the speed of propagation, also known as the speed of penetration. In particular, according to railway standards, a minimum breakthrough speed of 250 meters per second is specified.

The disadvantage of the air couplings for freight cars is the effort required to operate them. At the same time, however, these air couplings are extremely robust. The automatic air couplings from Rail vehicles for passenger transport, on the other hand, are conventionally less robust and, for example, susceptible to foreign bodies striking from above, such as parts of bulk goods, as occurs in rail vehicles for freight transport. Furthermore, the more complex piping leads to greater pressure losses.

The present invention is based on the object of specifying an automatic air coupling for a rail vehicle, the automatic air coupling being easy to use, being robust at the same time, and in particular also meeting the requirement of air couplings for rail vehicles in the form of freight cars.

The object according to the invention is achieved by an automatic air coupling with the features of claim 1. The dependent claims describe advantageous and particularly expedient embodiments of the invention and an automatic pull coupling with an automatic air coupling according to the invention.

The automatic air coupling for a rail vehicle according to the present invention, wherein the rail vehicle is designed in particular in the form of a freight wagon, has a mouthpiece for coupling the air coupling to an air coupling of the same type, in accordance with the generic design explained at the beginning, and also a compressed air connector for connecting the air coupling to a Rail vehicle compressed air system and a flow channel that connects the mouthpiece to the compressed air nozzle in a compressed air-conducting manner. A valve, which comprises a valve body and a valve seat, is arranged in the flow channel. The valve body is movable between an open position, in which it at least largely or completely releases the flow channel, and a closed position, in which it closes the flow channel in a pressure-tight manner. In particular, a main air line, of which the flow channel forms a part, is blocked accordingly.

A valve drive is assigned to the valve which acts at least indirectly on the valve body in order to move it from the open position into the closed position and / or from the closed position into the open position, that is to say to actuate it accordingly. For example, the valve drive actively brings the valve body into the open position, whereas the valve body is moved into the closed position by the force of a spring accumulator, for example a pressure spring. However, it is also conceivable that the valve drive actively brings the valve body into the closed position and the valve body is brought into the open position by the force of a spring accumulator. Finally, it is conceivable that the valve drive actively effects both movements, that is to say moving the valve body from the open position to the closed position and vice versa.

The valve drive comprises a shaft that can be rotated about an axis of rotation, which is designed for a rotationally fixed connection to a rail vehicle coupling lock, in particular its main bolt, or which is formed by the rail vehicle coupling lock or its main bolt. The rotatable shaft is provided with at least one cam, which can be designed integrally with the shaft or is non-rotatably mounted on the shaft. The at least one cam engages at least indirectly on the valve body to actuate it.

According to the invention, at least one position sensor is provided in the area of the cam, which at least indirectly detects a rotational position of the cam.

According to the invention, it is thus possible to reliably determine whether the cam is in a position in which the valve body assumes the open position, or in a position in which the valve body assumes the closed position or possibly an intermediate position. It can also be reliably determined whether turning the main bolt of the coupling lock causes the desired rotation of the cam and thus the valve is operated as desired.

By positioning the at least one position sensor directly in the area of the cam, for example in a common plane, in particular horizontal plane, with the cam, the application described above, especially in the case of a freight wagon, is also taken into account that a foreign body, for example bulk material, hits the air coupling from above falls and thus can jam the cam and / or damage the cam or its connection to the shaft. Situations are thus conceivable in which the shaft or the coupling lock or main bolt to which the shaft is connected is rotated, but the cam does not follow this rotation, which was previously not or not immediately detectable. The present invention thus increases the operational reliability of the air coupling.

The arrangement of the at least one position sensor in the region of the cam also enables a particularly favorable design that is optimized in terms of space and good accessibility to the at least one position sensor.

According to a preferred embodiment of the invention, the air coupling comprises a housing, which forms the flow channel and at the same time encloses the cam over its outer circumference at least in the circumferential direction to the axis of rotation.

The at least one position sensor can then advantageously be carried by the housing, for example held in a bore in the housing. In particular, the at least one position sensor is inserted through the bore in the housing and screwed or otherwise fastened there.

According to one embodiment of the invention, the flow channel extends at least in sections in an arcuate manner in the circumferential direction and / or tangential direction to the axis of rotation.

The mouthpiece and / or the compressed air nozzle can extend, for example, in the radial direction to the axis of rotation, i.e. the compressed air flow into or out of the mouthpiece initially takes place in the radial direction, then the compressed air flows through the flow channel in the circumferential direction and / or In the tangential direction and then the compressed air in the compressed air connection flows again in the radial direction, each related to the axis of rotation.

It is particularly favorable if the housing covers the cam and in particular the shaft at the end face to the axis of rotation. The cam and in particular the shaft are thus secured against falling foreign objects, for example bulk material. Additional shielding plates can advantageously be dispensed with.

The position sensor is designed, for example, as an inductive sensor or as a capacitive sensor. However, other position sensors can also be considered, for example in the form of an optical sensor or Hall sensor.

According to a particularly preferred embodiment of the invention, the shaft is provided with at least two cams positioned distributed over the circumference, of which the first cam is arranged to actuate the valve body and the second cam is designed as a position transmitter for the position sensor. The second cam should then rotate together with the first cam and is correspondingly at least indirectly connected to the first cam in a rotationally fixed manner or made in one piece with it.

In a particularly favorable configuration of the invention, the housing has an outer circumferential wall and an inner circumferential wall viewed in a radial section through the axis of rotation. The inner circumferential wall separates a cam space, in which the at least one cam is positioned, from the flow channel. The outer circumferential wall delimits the flow channel and the cam space on the radially outer side in relation to the axis of rotation, the at least one position sensor preferably being arranged on a wall section of the outer circumferential wall which is diametrically opposite the inner circumferential wall in relation to the axis of rotation.

An automatic train coupling according to the invention for a rail vehicle, which in turn is designed in particular in the form of a freight wagon, has at least one end plate which encloses mechanical coupling components such as a funnel and a cone. According to the invention, an air coupling of the type shown is provided, the mouthpiece preferably protruding from an end face of the end plate.

The automatic pulling coupling has in particular the components shown at the beginning, such as a frog, at least one coupling eye, a coupling lock and / or a main bolt, with the shaft of the air coupling, as explained, being able to be connected thereto.

The invention is to be explained below using an exemplary embodiment and the figures.

• 1 einen Radialschnitt durch die Drehachse einer erfindungsgemäß ausgeführten automatischen Luftkupplung;
• 2 eine dreidimensionale Draufsicht auf eine automatische Zugkupplung mit einer erfindungsgemäßen Luftkupplung, die entsprechend der Luftkupplung aus der 1 ausgeführt ist.

Show it:

• 1 a radial section through the axis of rotation of an automatic air clutch designed according to the invention;
• 2 a three-dimensional plan view of an automatic train coupling with an air coupling according to the invention, which corresponds to the air coupling from the 1 is executed.

In the 1 an inventive automatic air coupling for a rail vehicle, preferably in the form of a freight car, is shown, the view being a radial section through the axis of rotation 6th of the valve drive 5 shows.

The air coupling has a mouthpiece 1 with which the air coupling can be coupled to an opposing air coupling, in particular to an opposing mouthpiece. The mouthpiece 1 protrudes from a faceplate, for example 11 a pulling coupling out or via this, as indicated by the dashed lines. For example, the mouthpiece has 1 a sleeve 1.1 which is displaceable or deformable in the coupling direction, so that the free end of the mouthpiece 1 when coupling two vehicles, i.e. when moving towards each other and placing the two end plates against each other 11 , is moved back, particularly until it is flush with the face of the faceplate 11 concludes. For example, the free End of the mouthpiece 1 through a socket 1.2 with a sealing ring 1.3 formed, with the sleeve 1.2 correspondingly applies to an oppositely designed sleeve of the mating coupling. The socket 1.2 can on the sleeve 1.1 , for example in the form of a rubber tube, pushed on and by the compression spring shown 1.4 be applied with an axial force in the sense of an extension.

To the mouthpiece 1 closes in the direction of flow of the compressed air when compressed air passes through the mouthpiece 1 is supplied, a flow channel 3 the one with his mouthpiece 1 remote end in a compressed air connection 2 flows out. At the compressed air connection 2 can for example be a pipeline 12 or a hose can be connected in order to connect the air coupling to the compressed air system or the main air line of the rail vehicle.

In the area of the end of the flow channel 3 with the compressed air connection 2 is a valve 4th arranged that has a valve body 4.1 and a valve seat 4.2 includes. The valve seat 4.2 is in the illustrated embodiment in the area of the connection of the compressed air connection 2 intended. The valve body 4.1 is shown in its open position, in which it is activated by the force of the compression spring 13 is held. For moving the valve body 4.1 the valve body must be in its closed position 4.1 across the width of the flow channel 3 be moved until it is on the valve seat 4.2 strikes.

The movement of the valve body 4.1 the cam is in its closed position 5.2 causes that on a shaft 5.1 is rotatably connected. The wave 5.1 is in turn connected non-rotatably to a main bolt, not shown here, of a coupling lock or another suitable component of the coupling lock. When the drawbar coupling is locked and the main bolt or the other component of the coupling lock is actuated accordingly, the shaft becomes 5.1 twisted so that the cam 5.2 on the the valve seat 4.2 remote side on the valve body 4.1 attacks and the valve body 4.1 in the direction of the valve seat 4.2 shifts.

On the wave 5.1 of the valve drive 5 is another cam 5.3 provided, which is shared with the first cam 5.2 twisted. This one more cam 5.3 serves as an encoder for the position sensor 7th .

In the exemplary embodiment shown, the cam is stationary 5.3 the position sensor 7th in the axial direction of the position sensor 7th or in the radial direction to the axis of rotation 6th the wave 5.1 immediately opposite when the wave 5.1 is in the position that corresponds to an open coupling state, i.e. in that of the cams 5.2 not on the valve body 4.1 attacks. If, however, the clutch is closed and the shaft 5.1 was twisted so that the valve body 4.1 has moved to its closed position is the distance between the second cam 5.3 or the surface of the cam 5.2 , 5.3 forming component, in particular metallic component, on the shaft 5.1 bigger thing by the position sensor 7th can be captured. Thus it can be determined with certainty whether the cam 5.2 or the component forming the cam 5.2 was rotated to a position in which the cam 5.2 the valve body 4.1 holds in the closed position.

In the exemplary embodiment shown, there is a second position sensor 7 ' provided for redundant monitoring of the position of the cam 5.2 of the valve drive 5 enables. The second position sensor 7 ' detects whether the cam 5.2 has approached it and is in its closed position. Accordingly, the signal from the two position sensors is 7th , 7 ' always in opposite directions, that is, if the position sensor 7th detects a nearby component, the valve drive is located 5 or the valve body 4.1 in the open position, and when the position sensor 7 ' detects a nearby component, the valve drive is located 5 or the valve body 4.1 in the closed position. This enables particularly reliable monitoring of the position to be achieved.

The air coupling has a housing 8th on, which in the embodiment shown has an outer peripheral wall 8.1 and an inner peripheral wall 8.2 includes. The inner peripheral wall 8.2 separates a space in which the valve drive 5 or the cams 5.2 , 5.3 are arranged, in this case cam space 10 called, from the flow channel 3 from. The outer peripheral wall 8.1 is the outer wall of the housing 8th and closes the flow channel 3 and the cam space 10 radially outside, based on the axis of rotation 6th . As you can see, the position sensors are 7th , 7 ' in that portion of the outer peripheral wall 8.1 positioned which of the inner peripheral wall 8.2 diametrically opposed. In the embodiment shown, the position sensors are 7th , 7 ' while doing so in holes 9 in the outer peripheral wall 8.1 screwed.

The flow channel 3 is designed flow-optimized. This preferably has a free flow cross section for the compressed air with a minimum width of 20 mm, preferably 30 mm or 31.75 mm. The free flow cross section can for example be at least essentially circular. The same applies to the mouthpiece 1 and the compressed air connection 2 , regarding the minimum width also for the valve 4th when the valve body 4.1 is in the open position.

As a result of the streamlined design, breakdown speeds of 250 m / s and more can be achieved in a main air line that extends over several rail vehicles with automatic air couplings according to the invention and accordingly through the air couplings.

As shown, both the mouthpiece 1 as well as the compressed air connection 2 with respect to their flow direction advantageously radially to the axis of rotation 6th aligned. The flow channel 3 advantageously extends at least in sections or in an arc-shaped manner in the circumferential direction and / or tangential direction to the axis of rotation 6th .

How to get out of the 2 can see in which an automatic train coupling with an end plate 11 is shown, the automatic air clutch according to the invention is preferably in the upper middle area in the end plate 11 or above the faceplate 11 positioned. This is the cam space 10 (see the 1 ) preferably also on the face to the axis of rotation 6th through the housing 8th covered so that no foreign bodies enter the housing from above 8th can penetrate and the function of the cam 5.2 , 5.3 or the position sensors 7th , 7 ' can damage.

The design of the housing also provides reliable protection against dirt, snow and ice.

List of reference symbols

1

Mouthpiece

1.1

Sleeve

1.2

sleeve

1.3

Sealing ring

1.4

Compression spring

2

Compressed air connection

3

Flow channel

4th

Valve

4.1

Valve body

4.2

Valve seat

5

Valve drive

5.1

wave

5.2

cam

5.3

cam

6

Axis of rotation

7, 7 '

Position sensor

8th

casing

8.1

outer peripheral wall

8.2

inner peripheral wall

9

drilling

10

Cam space

11

Faceplate

12th

Pipeline

13

Compression spring

Claims (10)

Automatic air coupling for a rail vehicle, in particular in the form of a freight wagon, with a mouthpiece (1) for coupling the air coupling to an opposite air coupling; with a compressed air connection (2) for connecting the air coupling to a rail vehicle compressed air system; with a flow channel (3) which connects the mouthpiece (1) to the compressed air connector (2) in a way that conducts compressed air; with a valve (4) which is arranged in the flow channel (3) and has a valve body (4.1) and a valve seat (4.2), the valve body (4.1) being movable between an opening position in which it at least largely or completely releases, and a closed position in which it closes the flow channel (3) pressure-tight; with a valve drive (5) which at least indirectly engages the valve body (4.1) in order to actuate it from the open position into the closed position and / or from the closed position into the open position; wherein the valve drive (5) comprises a shaft (5.1) which can be rotated about an axis of rotation (6) and is designed for non-rotatable connection to a rail vehicle coupling lock or is formed by a rail vehicle coupling lock and is provided with at least one cam (5.2) which is at least indirectly on the Valve body (4.1) engages to actuate it; characterized in that at least one position sensor (7) is provided in the area of the cam (5.2), which at least indirectly detects a rotational position of the cam (5.2). Automatic air coupling according to Claim 1 , characterized in that the air coupling comprises a housing (8) which forms the flow channel (3) and encloses the cam (5.2) over its outer circumference at least in the circumferential direction to the axis of rotation (6). Automatic air coupling according to Claim 2 , characterized in that the at least one position sensor (7) is carried by the housing (8). Automatic air coupling according to Claim 3 , characterized in that the at least one Position sensor (7) is held in a bore (9) in the housing (8). Automatic air coupling according to one of the Claims 1 to 4th , characterized in that the flow channel (3) extends at least in sections in an arcuate manner in the circumferential direction and / or tangential direction to the axis of rotation (6). Automatic air coupling according to one of the Claims 3 to 5 , characterized in that the housing (8) covers the cam (5.2) and in particular the shaft (5.1) on the end face to the axis of rotation (6). Automatic air coupling according to one of the Claims 1 to 6th , characterized in that the position sensor (7) is designed as an inductive sensor or a capacitive sensor. Automatic air coupling according to one of the Claims 1 to 7th , characterized in that the shaft (5.1) is provided with at least two cams (5.2, 5.3) positioned distributed over the circumference, of which the first is arranged to actuate the valve body (4.1) and the second, non-rotatably on the first cam ( 5.2) connected cams (5.3) forms a position encoder for the position sensor (7). Automatic air coupling according to one of the Claims 5 to 8th , characterized in that the housing (8) seen in a radial section through the axis of rotation (6) has an outer peripheral wall (8.1) and an inner peripheral wall (8.2), the inner peripheral wall (8.2) has a cam space (10) in which the at least one cam (5.2, 5.3) is positioned, separated from the flow channel (3) and the outer circumferential wall (8.1) delimits the flow channel (3) and the cam space (10) on the respective radially outer side, the at least one position sensor ( 7) is arranged in or on a wall section of the outer circumferential wall (8.1) which is diametrically opposite the inner circumferential wall (8.2) in relation to the axis of rotation (6). Automatic train coupling for a rail vehicle, in particular in the form of a freight wagon, with an end plate (11) which encloses mechanical coupling components such as a funnel and a cone, and with an air coupling according to one of the Claims 1 to 9 .

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