EP4013658B1 - Raccord d'air automatique pour véhicule ferroviaire - Google Patents

Raccord d'air automatique pour véhicule ferroviaire Download PDF

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Publication number
EP4013658B1
EP4013658B1 EP20757248.8A EP20757248A EP4013658B1 EP 4013658 B1 EP4013658 B1 EP 4013658B1 EP 20757248 A EP20757248 A EP 20757248A EP 4013658 B1 EP4013658 B1 EP 4013658B1
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EP
European Patent Office
Prior art keywords
coupling
air
flow channel
valve
cam
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.)
Active
Application number
EP20757248.8A
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German (de)
English (en)
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EP4013658A1 (fr
Inventor
Kay Uwe Kolshorn
Martin Schüler
Wladimir SCHÄFER
Jörn Schulz
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Voith Patent GmbH
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Voith Patent GmbH
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Publication of EP4013658A1 publication Critical patent/EP4013658A1/fr
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    • 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 present invention relates to an automatic air clutch for a rail vehicle, the rail vehicle being in particular in the form of a goods wagon, in particular according to the preamble of claim 1.
  • Automatic air couplings are conventionally used in rail vehicles intended for passenger transport and are part of the automatic train coupling there.
  • the automatic air coupling serves to couple the main air line between the individual rail vehicles of a train, that is to say between the individual carriages, with carriages being understood to mean both railcars and pulled/pushed carriages.
  • the necessary air pressure must be built up in the train's main air line 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.
  • the air coupling is automatically actuated when two automatic train couplings are driven against each other and a secure mechanical connection is established between the train couplings.
  • the mouthpiece of the respective air coupling is positioned in the middle at the upper edge of the front plate and a flow channel for the compressed air, in which a valve is arranged, is connected to the mouthpiece.
  • the flow channel ends on the other side of the valve, seen from the mouthpiece, in a compressed air connector to which a compressed air hose or a compressed air pipe of the relevant 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 train couplings are moved against one another.
  • the mechanical interlocking between the two train couplings is established with the frogs of both couplings and corresponding coupling eyes, into which the projections of the frogs engage. Uncoupling is also done by twisting 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 bolt, wherein the extension in the form of a shaft can be connected to the coupling lock or the main bolt in a rotationally fixed manner and is provided with a cam which, when the shaft is rotated, opens the valve in the sense of opening the flow channel activated during the coupling process. During the decoupling process, the cam is turned back accordingly with the shaft and releases the valve, which is then closed by the force of a spring accumulator and blocks the flow channel.
  • valve The position of the valve or of a valve body of the valve, which works together with a valve seat, is therefore dependent on the position of the clutch lock.
  • the valve 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.
  • the coupling breaks, that is, if the train couplings unintentionally move apart, although the main pin is in the locked position, the position of the cam also remains unchanged compared to the coupled state.
  • the valve remains open and the main air line can be vented. The drop in pressure leads to emergency braking of the rail vehicle as the brakes are applied.
  • Such automatic air couplings are not conventionally used in freight wagons. Instead, simple pipe sections are coupled here via front-side seals in order to connect the main air line of two rail vehicles to one another. This makes it possible to design such couplings and the entire main air lines with a particularly large flow cross section. The great length of trains with freight wagons is remarkable.
  • the pressure drop in the main air line must spread from the point of failure from vehicle to vehicle in order to brake all vehicles together. High demands are therefore placed on the propagation speed, also known as the penetration speed. In particular, a minimum penetration speed of 250 meters per second is specified according to railway standards.
  • a disadvantage of the air couplings for freight cars is the effort required to operate them. At the same time, however, these air couplings are designed to be extremely robust.
  • the automatic air couplings of rail vehicles for passenger transport are conventionally less robust and, for example, are susceptible to foreign bodies hitting from above, such as pieces of bulk material, as is the case with rail vehicles for freight transport. Furthermore, due to the more complex line routing, there are greater pressure losses.
  • Such couplings are made, for example GB29,724 and FR 486087 previously known.
  • the present invention has for its object to provide an automatic air clutch for a rail vehicle, wherein the automatic Air coupling is easy to use and also meets the requirement of air couplings for rail vehicles in the form of freight cars and is particularly robust at the same time.
  • the automatic air coupling for a rail vehicle wherein the rail vehicle is designed in particular in the form of a freight car, has a mouthpiece for coupling the air coupling to an opposite air coupling in accordance with the generic design explained at the beginning, and also a compressed air connection for connecting the air coupling to a Rail vehicle compressed air system and a flow channel which connects the mouthpiece to the compressed air nozzle in a compressed air manner.
  • a valve which comprises a valve body and a valve seat, is arranged in the flow channel. The valve body can be moved between an open position, in which it at least largely or completely releases the flow channel, and a closed position, in which it shuts off the flow channel in a pressure-tight manner. In this way, in particular, a main air line, of which the flow channel forms a part, is blocked accordingly.
  • a free flow cross section for the compressed air through the mouthpiece, the flow channel, the valve in the open position of the valve body and the compressed air connection piece has a minimum width of 20 mm or more than 20 mm.
  • the minimum width here means the smallest existing distance between two opposite, in particular diametrically opposite, walls of the flow channel or of the components enclosing the flow cross section.
  • a sphere with a diameter of approximately 20 mm or, with a minimum width of more than 20 mm, with a diameter of 20 mm can pass through the mouthpiece, the flow channel, the valve and the Compressed air nozzles can be moved without getting stuck.
  • the minimum width mentioned is at least or more than 30 mm or 31.75 mm.
  • the free flow cross section can be at least essentially in the form of a circular area.
  • the flow channel is preferably curved.
  • the air clutch has a housing that forms the flow channel.
  • the mouthpiece and the compressed air nozzle can then be part of the housing or be connected to the housing.
  • the valve is assigned a valve drive which acts at least indirectly on the valve body in order to move it from the open position to the closed position and/or from the closed position to the open position, i.e. to actuate it accordingly.
  • 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 compression spring.
  • a spring accumulator for example a compression spring.
  • 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.
  • the valve drive actively brings about both movements, ie moving the valve body from the open position to the closed position and vice versa.
  • the valve drive comprises a shaft which can be rotated about an axis of rotation and which is designed for non-rotatable 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 may be integral with the shaft or non-rotatably mounted on the shaft.
  • the at least one cam acts at least indirectly on the valve body to actuate it.
  • At least one position sensor is provided in the area of the cam, which detects a twisted position of the cam.
  • the at least one position sensor By positioning the at least one position sensor directly in the area of the cam, for example in a common plane, in particular a horizontal plane, with the cam, the application described at the outset, particularly in the case of a freight car, is also taken into account, in which a foreign body, for example bulk material, hits the air coupling from above falls and can jam the cam and/or damage the cam or its connection to the shaft.
  • a foreign body for example bulk material
  • the arrangement of the at least one position sensor in the area of the cam also enables a particularly favorable space-optimized design and good accessibility to the at least one position sensor.
  • the air clutch includes a housing which forms the flow channel and at the same time encloses the cam on its outer circumference at least in the circumferential direction of 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.
  • the at least one position sensor is inserted through the bore in the housing and screwed there or fastened in some other way.
  • 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 connection piece can, for example, extend in the radial direction to the axis of rotation, i.e. the compressed air flow into or out of the mouthpiece first takes place in the radial direction, then the compressed air flows through the flow channel in the circumferential direction and/or Tangential direction and then the compressed air flows in the compressed air connection again in the radial direction, each related to the axis of rotation.
  • the housing covers the cam and, in particular, the shaft at the end face relative to the axis of rotation. This is the cam and In particular, the shaft is secured against falling foreign bodies, such as bulk goods. Additional shielding plates can advantageously be dispensed with.
  • the position sensor is designed, for example, as an inductive sensor or as a capacitive sensor.
  • other position sensors can also be considered, for example in the form of an optical sensor or a Hall sensor.
  • 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 accordingly at least indirectly non-rotatably connected to the first cam or designed in one piece with it.
  • the housing has an outer peripheral wall and an inner peripheral wall, seen in a radial section through the axis of rotation.
  • the inner peripheral wall separates a cam space, in which the at least one cam is positioned, from the flow channel.
  • the outer peripheral wall delimits the flow channel and the cam space on the respective radially outer side in relation to the axis of rotation, with the at least one position sensor preferably being arranged on a wall section of the outer peripheral wall which is diametrically opposite the inner peripheral 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 car, has at least one end plate which encloses mechanical coupling components such as a funnel and a cone.
  • an air coupling of the type shown is provided, with the mouthpiece preferably projecting from an end surface of the end plate.
  • the automatic train coupling has in particular the components described at the outset, such as a frog, at least one coupling eyelet, a coupling lock and/or a main bolt, with the shaft of the air coupling being able to be connected thereto, as explained.
  • FIG 1 an automatic air clutch according to the invention for a rail vehicle, preferably in the form of a goods wagon, is shown, the view showing a radial section through the axis of rotation 6 of the valve drive 5 .
  • the air coupling has a mouthpiece 1 with which the air coupling can be coupled to a diametrically opposed air coupling, in particular to a diametrically opposed mouthpiece.
  • the mouthpiece 1 protrudes, for example, from or beyond a front plate 11 of a train coupling, as indicated by the dashed lines.
  • the mouthpiece 1 has a sleeve 1.1, which can be displaced or deformed in the coupling direction, so that the free end of the mouthpiece 1 when coupling two vehicles, that is, when the two end plates 11 are moved towards one another and placed against one another, is moved back, in particular until it is flush with the end face of the end plate 11 .
  • the free end of the mouthpiece 1 is formed by a sleeve 1.2 with a sealing ring 1.3, the sleeve 1.2 correspondingly resting against a sleeve of the counter-coupling designed in the opposite manner.
  • the sleeve 1.2 can be pushed onto the sleeve 1.1, for example in the form of a rubber tube, and subjected to an axial force by the illustrated compression spring 1.4 in the sense of an extension.
  • a flow channel 3 adjoins the mouthpiece 1 in the flow direction of the compressed air when compressed air is supplied via the mouthpiece 1 , the end of which facing away from the mouthpiece 1 opens into a compressed air connection piece 2 .
  • a pipeline 12 or a hose can be connected to the compressed air connection piece 2 in order to connect the air coupling to the compressed air system or the main air line of the rail vehicle.
  • a valve 4 is arranged, which includes a valve body 4.1 and a valve seat 4.2.
  • the valve seat 4.2 is provided in the region of the connection of the compressed air connection piece 2.
  • the valve body 4.1 is shown in its open position, in which it is held by the force of the compression spring 13. To bring the valve body 4.1 into its closed position, the valve body 4.1 must be moved across the width of the flow channel 3 until it strikes the valve seat 4.2.
  • the movement of the valve body 4.1 into its closed position is brought about by the cam 5.2, which is connected in a rotationally fixed manner to a shaft 5.1.
  • the shaft 5.1 is in turn connected in a rotationally fixed manner to a main bolt of a coupling lock (not shown here) or to another suitable component of the coupling lock.
  • the shaft 5.1 is rotated so that the cam 5.2 engages on the side facing away from the valve seat 4.2 on the valve body 4.1 and moves the valve body 4.1 in the direction of the valve seat 4.2.
  • the cam 5.3 is directly opposite the position sensor 7 in the axial direction of the position sensor 7 or in the radial direction to the axis of rotation 6 of the shaft 5.1 when the shaft 5.1 is in the position that corresponds to an open clutch state, i.e. not in the position of the cam 5.2 engages the valve body 4.1. If, on the other hand, the clutch is closed and the shaft 5.1 has been rotated so that the valve body 4.1 has moved into its closed position, the distance between the second cam 5.3 or the surface of the component forming the cams 5.2, 5.3, in particular the metallic component, is on the Shaft 5.1 larger, which can be detected by the position sensor 7. It can thus be reliably determined whether the cam 5.2 or the component 5.2 forming the cam has been rotated into a position in which the cam 5.2 holds the valve body 4.1 in the closed position.
  • a second position sensor 7' is provided, which enables redundant monitoring of the position of the cam 5.2 of the valve drive 5.
  • 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 7, 7' is always in opposite directions, i.e. when the position sensor 7 detects a nearby component, the valve drive 5 or the valve body 4.1 is in the open position, and when the position sensor 7' detects a nearby component, is the Valve drive 5 or the valve body 4.1 in the closed position. A particularly reliable monitoring of the position can thus be achieved.
  • the air clutch has a housing 8 which, in the exemplary embodiment shown, comprises an outer peripheral wall 8.1 and an inner peripheral wall 8.2.
  • the inner circumferential wall 8.2 separates a space from the flow channel 3 in which the valve drive 5 or the cams 5.2, 5.3 are arranged, here referred to as the cam space 10.
  • the outer peripheral wall 8.1 is the outer wall of the housing 8 and closes off the flow channel 3 and the cam space 10 radially on the outside, in relation to the axis of rotation 6.
  • the position sensors 7, 7' are positioned in that section of the outer peripheral wall 8.1 which the inner peripheral wall 8.2 diametrically opposite. In the exemplary embodiment shown, the position sensors 7, 7' are screwed into bores 9 in the outer peripheral wall 8.1.
  • the flow channel 3 is designed to be 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 in the form of a circular area. The same also applies to the mouthpiece 1 and the compressed air connection piece 2, with regard to the minimum width also for the valve 4 when the valve body 4.1 is in the open position.
  • both the mouthpiece 1 and the compressed air connection piece 2 are advantageously aligned radially to the axis of rotation 6 in terms of their flow direction.
  • the flow channel 3 advantageously extends at least arcuate in sections or overall in the circumferential direction and/or tangential direction to the axis of rotation 6.
  • the automatic air coupling according to the invention is preferably positioned in the upper central area in the end plate 11 or above the end plate 11.
  • the cam space 10 (see the figure 1 ) preferably also covered by the housing 8 on the face side relative to the axis of rotation 6, so that no foreign bodies can penetrate into the housing 8 from above and damage the function of the cams 5.2, 5.3 or the position sensors 7, 7'.
  • the housing design also ensures reliable protection against dirt, snow and ice.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Quick-Acting Or Multi-Walled Pipe Joints (AREA)
  • Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)
  • Self-Closing Valves And Venting Or Aerating Valves (AREA)

Claims (8)

  1. Accouplement pneumatique automatique pour un véhicule ferroviaire, notamment sous la forme d'un wagon de marchandises,
    avec une embouchure (1) pour le couplage de l'accouplement pneumatique à un accouplement pneumatique inversement symétrique ;
    avec une tubulure d'air comprimé (2) pour le raccordement de l'accouplement pneumatique à un système d'air comprimé de véhicule ferroviaire ;
    avec un canal d'écoulement (3), qui relie l'embouchure (1) à la tubulure d'air comprimé (2) en conduisant l'air comprimé ;
    avec une soupape (4) agencée dans le canal d'écoulement (3), qui présente un corps de soupape (4.1) et un siège de soupape (4.2), le corps de soupape (4.1) pouvant être déplacé entre une position d'ouverture, dans laquelle il libère au moins en grande partie ou complètement le canal d'écoulement (3), et une position de fermeture, dans laquelle il bloque le canal d'écoulement (3) de manière étanche à la pression ;
    caractérisé en ce que
    une section transversale d'écoulement libre pour l'air comprimé à travers l'embouchure (1), le canal d'écoulement (3), la soupape (4) dans la position d'ouverture du corps de soupape (4.1) et la tubulure d'air comprimé (2) présente une largeur minimale de 20 millimètres et un entraînement de soupape (5) est prévu, qui agit au moins indirectement sur le corps de soupape (4.1) afin d'actionner celui-ci de la position d'ouverture à la position de fermeture et/ou de la position de fermeture à la position d'ouverture ; l'entraînement de soupape (5) comprenant un arbre (5.1), rotatif autour d'un axe de rotation (6), qui est réalisé pour le raccordement immobile en rotation à une fermeture d'accouplement de véhicule ferroviaire ou qui est formé par une fermeture d'accouplement de véhicule ferroviaire et qui est pourvu d'au moins une came (5.2) qui agit au moins indirectement sur le corps de soupape (4.1) pour son actionnement, et en ce que l'embouchure (1) est orientée radialement par rapport à l'axe de rotation (6) en ce qui concerne sa direction d'écoulement et la tubulure d'air comprimé (2) est orientée radialement par rapport à l'axe de rotation (6) en ce qui concerne sa direction d'écoulement.
  2. Accouplement pneumatique automatique selon la revendication 1, caractérisé en ce que la section transversale d'écoulement libre est au moins essentiellement sous forme de surface circulaire.
  3. Accouplement pneumatique automatique selon l'une quelconque des revendications 1 ou 2, caractérisé en ce que la largeur minimale est de 30 millimètres ou de 31,75 millimètres.
  4. Accouplement pneumatique automatique selon l'une quelconque des revendications 1 à 3, caractérisé en ce que le canal d'écoulement (3) est en forme d'arc.
  5. Accouplement pneumatique automatique selon l'une quelconque des revendications 1 à 4, caractérisé en ce que l'accouplement pneumatique comprend un boîtier (8) qui forme le canal d'écoulement (3).
  6. Accouplement pneumatique automatique selon l'une quelconque des revendications 1 à 5, caractérisé en ce que le boîtier (8), vu dans une coupe radiale à travers l'axe de rotation (6), présente une paroi périphérique extérieure (8.1) et une paroi périphérique intérieure (8.2), la paroi périphérique intérieure (8.2) séparant un espace de came (10), dans lequel l'au moins une came (5.2, 5.3) est positionnée, du canal d'écoulement (3) et la paroi périphérique extérieure (8.1) délimitant le canal d'écoulement (3) et l'espace de came (10) sur le côté radialement extérieur respectif.
  7. Accouplement pneumatique automatique selon l'une quelconque des revendications 1 à 6, caractérisé en ce que le canal d'écoulement (3) s'étend au moins par section en forme d'arc dans la direction périphérique et/ou dans la direction tangentielle à l'axe de rotation (6) .
  8. Accouplement de traction automatique pour un véhicule ferroviaire, notamment sous la forme d'un wagon de marchandises, avec une plaque frontale (11) qui entoure des composants d'accouplement mécaniques tels qu'un entonnoir et un cône, et avec un accouplement pneumatique selon l'une quelconque des revendications 1 à 7.
EP20757248.8A 2019-08-12 2020-08-11 Raccord d'air automatique pour véhicule ferroviaire Active EP4013658B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102019121648 2019-08-12
PCT/EP2020/072458 WO2021028417A1 (fr) 2019-08-12 2020-08-11 Raccord d'air automatique pour véhicule ferroviaire

Publications (2)

Publication Number Publication Date
EP4013658A1 EP4013658A1 (fr) 2022-06-22
EP4013658B1 true EP4013658B1 (fr) 2023-08-30

Family

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Family Applications (1)

Application Number Title Priority Date Filing Date
EP20757248.8A Active EP4013658B1 (fr) 2019-08-12 2020-08-11 Raccord d'air automatique pour véhicule ferroviaire

Country Status (6)

Country Link
EP (1) EP4013658B1 (fr)
CN (1) CN218141541U (fr)
DE (1) DE102020121079A1 (fr)
HU (1) HUE064047T2 (fr)
PL (1) PL4013658T3 (fr)
WO (1) WO2021028417A1 (fr)

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CH719144A2 (de) * 2021-11-15 2023-05-31 Faiveley Transp Schwab Ag Kupplungskopf für eine Kupplung eines Schienenfahrzeugs.

Family Cites Families (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB191229724A (en) * 1912-12-24 1913-12-24 John Thornt Mccracken Improvements in Hose-pipe Couplers for Railway and like Vehicles.
FR486087A (fr) * 1917-07-09 1918-03-06 Leon Ginibre Couplage tubulaire pour freins à air comprimé, rendant inutiles les robinets de fermeture sans porter préjudice à l'effet automatique pendant la séparation des trains
US1703889A (en) * 1927-02-02 1929-03-05 Westinghouse Air Brake Co Angle cock
US1824060A (en) * 1928-12-14 1931-09-22 Westinghouse Air Brake Co Valve mechanism for automatic train pipe couplings
DE1455265A1 (de) * 1962-02-05 1969-06-19 Scharfenbergkupplung Gmbh Leitungskupplung fuer Gase oder Fluessigkeiten
SU471229A1 (ru) * 1973-12-21 1975-05-25 Предприятие П/Я А-3470 Автоматический концевой кран воздушной магистрали железнодорожного подвижного состава
US5683148A (en) * 1995-05-10 1997-11-04 Union Switch & Signal Inc. Brake pipe pneumatic valve

Also Published As

Publication number Publication date
CN218141541U (zh) 2022-12-27
PL4013658T3 (pl) 2024-04-08
EP4013658A1 (fr) 2022-06-22
WO2021028417A1 (fr) 2021-02-18
DE102020121079A1 (de) 2021-02-18
HUE064047T2 (hu) 2024-02-28

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