EP0578037B1 - Steuereinrichtung für eine Mittelpufferkupplung für Schienenfahrzeuge mit indirekter wirkender Druckluftbremse - Google Patents

Steuereinrichtung für eine Mittelpufferkupplung für Schienenfahrzeuge mit indirekter wirkender Druckluftbremse Download PDF

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Publication number
EP0578037B1
EP0578037B1 EP93109842A EP93109842A EP0578037B1 EP 0578037 B1 EP0578037 B1 EP 0578037B1 EP 93109842 A EP93109842 A EP 93109842A EP 93109842 A EP93109842 A EP 93109842A EP 0578037 B1 EP0578037 B1 EP 0578037B1
Authority
EP
European Patent Office
Prior art keywords
coupling
central buffer
valve
valves
buffer coupling
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
EP93109842A
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German (de)
English (en)
French (fr)
Other versions
EP0578037A1 (de
Inventor
Uwe Dipl.-Ing. Kakstein
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.)
Alstom Transport Deutschland GmbH
Original Assignee
Linke Hofmann Busch GmbH
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 Linke Hofmann Busch GmbH filed Critical Linke Hofmann Busch GmbH
Publication of EP0578037A1 publication Critical patent/EP0578037A1/de
Application granted granted Critical
Publication of EP0578037B1 publication Critical patent/EP0578037B1/de
Anticipated expiration legal-status Critical
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
    • B61G3/00—Couplings comprising mating parts of similar shape or form which can be coupled without the use of any additional element or elements
    • B61G3/16—Couplings comprising mating parts of similar shape or form which can be coupled without the use of any additional element or elements with coupling heads rigidly connected by rotatable hook plates or discs and balancing links, the coupling members forming a parallelogram, e.g. "Scharfenberg" type
    • B61G3/20—Control devices, e.g. for uncoupling
    • 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
    • B61G5/08—Couplings for special purposes not otherwise provided for for, or combined with, couplings or connectors for fluid conduits or electric cables for fluid conduits

Definitions

  • the invention relates to a central buffer coupling with a control device according to the preamble of claim 1.
  • a central buffer coupling with a control device in which a cam-like approach to the release device for the dome closure serves to close or open the main air line vent valve, which is held in the open position by a valve spring an intentional unlocking of the center buffer coupling against the force of the valve spring in the closed position.
  • a cam-like approach to the release device for the dome closure serves to close or open the main air line vent valve, which is held in the open position by a valve spring an intentional unlocking of the center buffer coupling against the force of the valve spring in the closed position.
  • the cam-like extension of the release device is not pivoted, so that the vent valve remains open and the braking device responds.
  • the release device has a release lever which is mounted on the main pin with a rotational play.
  • the intended mode of operation can be impaired in its reliability by wear occurring in the area of the mounting of the main pin in the coupling head and the release lever on the main pin.
  • Another disadvantage is that a single mechanical parameter is used and evaluated to distinguish the desired decoupling and the unwanted separation.
  • the invention has for its object to provide a control device for controlling the vent valve of a main air line which can be coupled with the central buffer coupling by means of an air coupling, and which has a reliable, operationally correct function of the bleed valve for the main air line both for adjustment locks and for two-position locks in the case of unwanted and intentional clutch disconnections, including manual decoupling guaranteed.
  • control device characterized in claim 1.
  • control device By designing the control device according to claim 1 with at least two AND valves, it is possible to control the venting valves of the central buffer coupling and the counter-coupling with input parameters that can be obtained from the interaction of the closures of a coupling pair, the proper functioning of the venting valves being independent from a decoupling signal.
  • the development according to claim 8 specifies a suitable control for the first touch valves.
  • the refinement according to claim 9 specifies an expedient organ for controlling the first touch valves of the respective counter-coupling for medium buffer couplings of the Scharfenberg type.
  • the further development according to claim 10 specifies a suitable control for the second touch valves.
  • the refinement according to claim 11 specifies an expedient element for controlling the second touch valves for medium buffer couplings of the Scharfenberg type.
  • center buffer clutches described and shown with the control device in the exemplary embodiment are center buffer clutches of the Scharfenberg type with a rotatable disc hook and a coupling eye which is articulated thereon and engages in the disc hook (heart) of the counter-coupling.
  • the closure 2.1 of the center buffer coupling 1.1 and the closure 2.2 of the counter coupling 1.2 form a parallelogram closure which ensures the balance of forces and, in cooperation with the two coupling heads 3.1, 3.2, creates a rigid and play-free connection.
  • the parallelogram lock is only subjected to tension and the tensile forces are evenly distributed over both coupling eyes 4.1, 4.2.
  • the frogs 5.1, 5.2 are secured in the coupled position by dome springs.
  • At least one of the frogs 5.1 or 5.2 must be turned until both dome eyes 4.1, 4.2 slide out of the associated hook jaw 6.1 of the frog 5.1 or the hook mouth 6.2 of the frog 5.2.
  • the vertical chain line in FIG. 1 represents the dome plane.
  • the parallelogram shown represents the coupled closures 2.1 and 2.2.
  • the end face of the central buffer coupling 1.1 has four air line couplings 7, 9, 11, 12, which are arranged one above the other in the vertical central longitudinal plane. These are the air line coupling 7 for the main air line 8, the air line coupling 9 for the main air tank line 10 and an air line coupling 11, 12 for control air and control air lines 13, 14, respectively.
  • a vent valve 15.1 or 15.2 is arranged in or on the coupling head 3.1 or 3.2 of the central buffer coupling 1.1 or counter coupling 1.2.
  • the control device In the coupled state of the central buffer coupling with the counter-coupling, the control device has at least two pneumatic AND valves (two-pressure valves) 16, 17.
  • control device When the control device is designed with two AND valves 16, 17, these are designed to be divisible or separable in the dome plane.
  • the AND valves 16, 17 are connected via control air lines 18.1, 19.1 to the bleed valve 15.1 of the central buffer coupling 1.1 and via control air lines 18.2, 19.2 to the bleed valve 15.2 of the counter clutch 1.2. Furthermore, the AND valves 16, 17 are connected via control air lines 13, 14 to input signal transmitters (touch valves 20.1, 20.2, 22.1, 22.2) in such a way that the AND valves 16, 17 as input signals state signals both from the central buffer coupling 1.1 and from the Counter clutch 1.2 for controlling the respective vent valve 15.1 of the center buffer clutch 1.1 and the vent valve 15.2 of the counter clutch 1.2 can be fed.
  • the AND valve 16 has two inputs 16E1, 16E2 and two outputs 16A1, 16A2.
  • the AND valve 17 has two inputs 17E1, 17E2 and two outputs 17A1, 17A2.
  • the inputs 16E1, 17E1 and the outputs 16A1, 17A1 are physically and physically assigned to the portion of the control device assigned to the central buffer coupling 1.1.
  • the inputs 16E2, 17E2 and the outputs 16A2, 17A2 are physically and physically assigned to the portion of the control device assigned to the mating coupling 1.2.
  • the arrangement of the inputs and outputs of the AND valves 16, 17 is provided in such a way that this assignment is retained if the couplings or the AND valves 16, 17 are separated.
  • the first output 16A1 of the first AND valve 16 and the first output 17A1 of the second AND valve 17 are each connected via a control air line 18.1, 19.1 to the venting valve 15.1 of the central buffer coupling 1.1 for actuating the same.
  • the second output 16A2 of the first AND valve 16 and the second output 17A2 of the second AND valve 17 are each connected via a control air line 18.2, 19.2 to the vent valve 15.2 of the mating clutch 1.2 for actuating the same.
  • the first input 17E1 of the second AND valve 17 is connected to a first touch valve 22.1 via a control air line 14.1.
  • the first input 16E1 of the first AND valve 16 is assigned to a second touch valve 20.1 and connected to it via a control air line 13.1.
  • the touch valves 20.1 and 22.1 are assigned to the central buffer coupling 1.1 and are arranged on or in the coupling head 3.1.
  • the first input 17E2 of the second AND valve 17 is connected to a first touch valve 22.2 via a control air line 14.2.
  • the first input 16E2 of the first AND valve 16 is a second Tactile valve 20.2 assigned and connected to it via a control air line 13.2.
  • the touch valves 20.2 and 22.2 are assigned to the mating coupling 1.2 and arranged on or in the coupling head 3.2.
  • the first touch valve 22.1 of the middle buffer clutch 1.1 is controlled or switched by an assigned member 24.2 of the lock 2.2 of the counter clutch 1.2
  • the first touch valve 22.2 of the counter clutch 1.2 is controlled or switched by an assigned member 24.1 of the lock 2.1 of the middle buffer clutch 1.1.
  • the second tactile valve 20.1 of the central buffer clutch 1.1 is controlled or switched by an element of its own lock 2.1, and the second tactile valve 20.2 of the counter clutch 1.2 is controlled or switched by an element of the lock 2.2 of the counter clutch 1.2.
  • the coupling eyelets 4.1 and 4.2 are suitable as organs 24.1 and 24.2, which, when properly latched into the hook mouths 6.2 and 6.1 of the frogs 5.2 and 5.1, switch the assigned pushbuttons 22.1 and 22.2.
  • the elements 5.1 or 5.2, their associated main bolts 26.1 or 26.2 or their assigned decoupling levers 27.1 or 27.2 are suitable as elements 25.1 or 25.2.
  • a rotation angle deviation of the elements 25.1 or 25.2 from the basic position at any time during a coupling or uncoupling process is used.
  • An automatic decoupling is provided from the side of the central buffer coupling 1.1 via a decoupling valve 28.1 and decoupling cylinder 29.1 or from the side of the counter coupling 1.2 via a decoupling valve 28.2 and decoupling cylinder 29.2.
  • the function of the control device is explained below for various operating states. It is initially assumed that the central buffer coupling 1.1 is properly mechanically coupled to the counter coupling 1.2. Furthermore, the four air line couplings 7, 9, 11, 12 are properly coupled. The tappets of the shock valves of the air line coupling 9 are in the open position due to their mutual approach.
  • the two mechanical fasteners 2.1 and 2.2 are in the basic position, the two coupling eyes 4.1 and 4.2 being latched into the heart pieces 5.2 and 5.1 opposite them.
  • the tactile valves 22.1 and 20.1 are in switch position b, the tactile valves 22.2 and 20.2 in switch position a.
  • the switching position b means that the coupling eye 4.2 of the counter coupling 1.2 is properly present in the lock 2.1 in the basic position and is engaged in the hook jaw 6.1 of the center buffer coupling 1.1.
  • the switching position a means that the coupling eye 4.1 of the center buffer clutch 1.1. properly in the basic position and snapped into the hook jaw 6.2 of the mating coupling 1.2.
  • the switching position b means that the centerpiece 5.1 is in the basic position.
  • the switching position a means that the centerpiece 5.2 is in the basic position.
  • the main air line 8 and the main air tank line 10 are pressurized with compressed air by a locomotive.
  • the main air tank line 10 carries compressed air throughout and acts on the tactile valves 20.1, 22.1, 20.2 and 22.2 as well as decoupling valves 28.1 and 28.2 with compressed air.
  • the pressure valves 22.1 and 22.2 apply pressure to the inputs 17E1 and 17E2 of the AND valve 17.
  • the inputs 16E1 and 16E2 of the AND valve 16 are vented via the pressure valves 20.1 and 20.2.
  • the outputs 17A1 and 17A2 of the AND valve 17 are ventilated, i. H. control signals are given to the pilot valves 23 of the vent valves 15.1 and 15.2, whereby the vent valves 15.1 and 15.2 are switched to switch position b and the main air line 8 is open at this coupling point.
  • the decoupling cylinder 29.2 By actuating the decoupling valve 28.2, the decoupling cylinder 29.2 extends and inevitably turns both locks 2.1 and 2.2.
  • the push button valve 22.2 is initially in the switching position b and the push button valve 22.1 Switched to switch position a (coupling eyelets 4.1 and 4.2 move away).
  • the uncoupling lever 27.2 of the counter clutch 1.2 switches the tactile valve 20.2 to switching position b and the tactile valve 20.1 through the uncoupling lever 27.1 of the center buffer coupling 1.1 to switching position a.
  • the AND condition on the control air line coupling 17 is therefore no longer satisfied, since the pushbutton valves 22.1 and 22.2 vent the inputs 17E1 and 17E2 of the AND valve 17.
  • the outputs 17A1 and 17A2 of the AND valve 17 and the pilot valves 23 of the venting valves 15.1 and 15.2 are first vented via the touch valves 22.1 and 22.2. Then the outputs 16A1 and 16A2 of the AND valve 16 are ventilated, i. H. control signals are given to the pilot valves 21 of the vent valves 15.1 and 15.2, so that the main air line 8 is securely sealed.
  • fasteners 2.1 and 2.2 take up the maneuvering position immediately after the uncoupling process (fastener 2.1 in the basic position, fastener 2.2 deflected), there is the push button valve 22.1 in switch position a (coupling eye 4.2 of the counter coupling 1.2 not available), the push button valve 20.1 to switch position b (lock 2.1 in the basic position), the push button valve 22.2 to switch position a (coupling eye of the middle buffer coupling 1.1 available) and the push button valve 20.2 to switch position b (lock 2 not in the basic position).
  • the pilot valves 21 of the vent valves 15.1 and 15.2 are vented via the outputs 16A1 and 16A2 of the AND valve 16 and the touch valve 20.1.
  • vent valves 15.1 and 15.2 remain in switch position a, since none of their pilot valves 23 and 21 is pressurized with compressed air.
  • the outputs 17A1 and 17A2 of the AND valve 17 also remain vented via touch valves 22.1.
  • the touch valve 22.2 is first switched to switch position b, while the closure 2.2 of the counter coupling 1.2 is further deflected .
  • the main air line 8 remains sealed, regardless of the point in time when the couplings 1.1, 1.2 are pulled apart (repulsion of pull parts in the shunting mode is possible at any time). After the coupling has been disconnected, no input to the AND valves 16, 17 is ventilated; H. no control signal given.
  • the two interconnected closures 2.1 and 2.2 must rotate during the uncoupling process in order to be able to meet the AND condition on the AND valve 16 required for sealing the main air line 8 by switching over the push-button valves 20.1 and 20.2.
  • the main air tank line and the main air line are sealed on the side of the car with the center buffer clutch by a previous, intended decoupling process.
  • the main air line 8 is sealed when using the control device according to the invention, as described above, whenever the two closures 2.1 and 2.2 rotate together as a result of a decoupling process. It is irrelevant for the function whether the rotary movement of both closures 2.1 and 2.2 is caused pneumatically, hydraulically, electrically or by hand by a decoupling device.
  • the main air line is therefore only by hand uncoupling, i.e. H. sealed by turning the fasteners 2.1 and 2.2.
  • the control signals for closing the main air line 8 which result from the rotational movement of both closures 2.1 and 2.2 during the coupling process after the air line connections have been established, collapse shortly before the coupled position of both closures 2.1, 2.2 is reached.
  • control device ensures, even if the air pressure in the main air tank line 10 fails, that the main air line 8 is switched on throughout the train and the brake remains automatic, since no compressed air is available for the control device for sealing the main air line 8.
  • Remote control of the mechanical clutches 1.1, 1.2 is also possible without any problems by using the control device described if the decoupling device (decoupling cylinder 29.1, 29.2) is designed to be actuatable by means of a radio signal. Selective remote control of couplings 1.1, 1.2 of a train set can also be achieved.
  • both fasteners 2.1, 2.2 have been uncoupled, but the coupling heads 3.1, 3.2 have not yet been removed from one another, the fasteners 2.1, 2.2 do not immediately turn back into the coupled, but into the maneuvering position, so that the main air line 8 even after the intended decoupling remains sealed, regardless of when the coupling heads 3.1, 3.2 are pulled apart.
  • This also solves a major problem for automated maneuvering, where pushing off cars should be possible at any time after decoupling, without applying the brakes of the cars after pushing off, because the main air line 8 is opened or vented.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)
  • Braking Systems And Boosters (AREA)
  • Regulating Braking Force (AREA)
EP93109842A 1992-07-09 1993-06-21 Steuereinrichtung für eine Mittelpufferkupplung für Schienenfahrzeuge mit indirekter wirkender Druckluftbremse Expired - Lifetime EP0578037B1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE4222567 1992-07-09
DE4222567A DE4222567C1 (es) 1992-07-09 1992-07-09

Publications (2)

Publication Number Publication Date
EP0578037A1 EP0578037A1 (de) 1994-01-12
EP0578037B1 true EP0578037B1 (de) 1996-02-07

Family

ID=6462847

Family Applications (1)

Application Number Title Priority Date Filing Date
EP93109842A Expired - Lifetime EP0578037B1 (de) 1992-07-09 1993-06-21 Steuereinrichtung für eine Mittelpufferkupplung für Schienenfahrzeuge mit indirekter wirkender Druckluftbremse

Country Status (3)

Country Link
EP (1) EP0578037B1 (es)
DE (2) DE4222567C1 (es)
ES (1) ES2089641T3 (es)

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4222569C2 (de) * 1992-07-09 2001-10-04 Alstom Lhb Gmbh Mittelpufferkupplung der Bauart Scharfenberg für Schienenfahrzeuge mit indirekt wirkender Druckluftbremse
CN107031680B (zh) * 2017-04-18 2018-09-14 青岛思锐科技有限公司 车钩解钩控制机构
SE2150757A1 (en) * 2021-06-11 2022-12-12 Dellner Couplers Ab Coupler comprising a blocking mechanism for preventing coupling of the mechanical coupler

Family Cites Families (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE669444C (de) * 1933-12-18 1938-12-27 Scharfenkergkupplung Akt Ges Selbsttaetige Kupplung fuer Fahrzeuge
DE1929929A1 (de) * 1969-06-11 1973-03-22 Dresser Ind Automatisches kupplungssystem fuer zugbremsleitungen
US3599665A (en) * 1969-09-24 1971-08-17 Armsted Ind Inc Automatic air line connection system
BE756544A (fr) * 1969-10-02 1971-03-01 Dresser Ind Systeme d'attelage pneumatique pour vehicules ferroviaires

Also Published As

Publication number Publication date
ES2089641T3 (es) 1996-10-01
DE59301579D1 (de) 1996-03-21
EP0578037A1 (de) 1994-01-12
DE4222567C1 (es) 1993-06-09

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