EP4103443B1 - Raccord d'air automatique pour véhicule ferroviaire - Google Patents

Raccord d'air automatique pour véhicule ferroviaire Download PDF

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Publication number
EP4103443B1
EP4103443B1 EP21701754.0A EP21701754A EP4103443B1 EP 4103443 B1 EP4103443 B1 EP 4103443B1 EP 21701754 A EP21701754 A EP 21701754A EP 4103443 B1 EP4103443 B1 EP 4103443B1
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EP
European Patent Office
Prior art keywords
automatic air
air coupling
pinch
valve
coupling according
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EP21701754.0A
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German (de)
English (en)
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EP4103443A1 (fr
Inventor
Jörn Schulz
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Voith Patent GmbH
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Voith Patent GmbH
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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, 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.
  • the automatic air coupling serves to couple the main air line between the individual rail vehicles of a train, i.e. between the individual cars, whereby cars are understood to mean both railcars and pulled/pushed cars.
  • 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.
  • Such air couplings are, for example, from the documents DE 10 2018 101626 A1 and DE 669 444 C known.
  • the air coupling is activated automatically 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 centrally at the upper edge of the end plate and the mouthpiece is followed by a flow channel for the compressed air, in which a valve is arranged.
  • the flow channel opens beyond the valve, as seen from the mouthpiece, into a compressed air connection 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 twisted by a so-called core piece which is connected to it in a rotationally fixed manner when the train couplings are moved against each other.
  • the mechanical locking between the two pull couplings is established using 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 closure or the main bolt, whereby the extension in the form of a shaft can be connected in a rotationally fixed manner to the coupling closure or the main bolt and is provided with a cam which, when the shaft is rotated, opens the valve in the sense of opening the flow channel operated during the coupling process. During the decoupling process, the cam is turned 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 a valve body of the valve which works together with a valve seat, is therefore dependent on the position of the coupling closure.
  • the valve In the coupling-ready position, the valve keeps the flow channel and thus the main air line closed.
  • the valve In the coupled position, the valve keeps the flow channel and thus the main air line open.
  • Such automatic air couplings are not traditionally used in freight wagons. Rather, simple pipe sections are coupled here via front 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. What is notable is the great length of trains with freight wagons. If a clutch breaks, the pressure drop in the main air line must spread from vehicle to vehicle from the point of break in order to brake all vehicles together. High demands are therefore placed on the speed of propagation, also known as the penetration speed. In particular, railway standards specify a minimum penetration speed of 250 meters per second.
  • the present invention is based on the object of specifying an automatic air coupling for a rail vehicle, the automatic air coupling being designed to be extremely streamlined and avoiding a delayed pressure drop, and being advantageously inexpensive to produce.
  • An automatic air coupling according to the invention for a rail vehicle wherein the rail vehicle is designed, for example, as a freight car, but according to another embodiment is designed as a passenger car, and the rail vehicle can be a railcar or a pulled or pushed car, has a mouthpiece for coupling the air coupling to an opposite air coupling, and also a compressed air connector for connecting the air coupling to a rail vehicle compressed air system.
  • the automatic air coupling according to the invention also has a flow channel which connects the mouthpiece to the compressed air connection in a compressed air-conducting manner, as well as a valve arranged in the flow channel.
  • the valve is designed as a pinch valve.
  • a pinch valve is understood to mean in particular a valve in which the flow cross section can be changed easily and quickly locally by acting on a wall region surrounding a flow channel region.
  • the wall area encloses the flow channel in the circumferential direction relative to the flow direction and is preferably formed by an elongated hollow body with a round or elliptical cross section.
  • This wall area can in particular be in the form of a squeeze hose or tube.
  • the advantage of using a pinch valve in the flow channel is in particular the minimal frictional resistance in the direction of flow, a low weight and the simple structure with few moving parts.
  • Another advantage is that the actuation can be easily automated by controlling an actuating device that acts on the wall area from the outside.
  • the valve comprises a valve body which can be actuated to selectively shut off and release the flow channel.
  • the valve is thus closed in a first position and opened in a second position, wherein according to one embodiment the valve is not held stably in intermediate positions or in particular cannot be held.
  • a valve drive is provided which acts on the valve body to actuate it, thereby selectively shutting off and releasing the flow channel.
  • valve body is preferably designed as an elongated hollow body-like element with a round or elliptical cross section, in particular a squeeze tube or squeeze hose, which encloses or forms at least a section of the flow channel or the entire flow channel between the mouthpiece and the compressed air connection and is compressed by the valve drive in a closed position of the valve drive and closes off the flow channel and releases the flow channel in an open position of the valve drive.
  • the elongated hollow body-like element has a wall region that can be at least temporarily deformed under the influence of external force in order to change the flow cross section.
  • the deformable wall area can only be a partial area of the wall area forming the flow cross section or the entire wall area. If only a portion of the wall area forming the flow cross section is designed as a deformable wall area, the squeeze tube can be assembled from different materials.
  • Elastomers or rubber are preferably used as materials for the deformable wall area.
  • the valve can be opened by expanding the squeeze tube or hose automatically due to the internal tension of the squeeze tube as soon as the valve drive no longer compresses the squeeze tube. In such a case, the squeeze tube can therefore simply be inserted more or less loosely into a corresponding valve housing without being clamped in the axial direction.
  • the squeeze tube or squeeze hose has axial ends that are braced against one another, so that when the valve drive is moved into its open position, this axial tension causes the squeeze tube to expand and thus the release of the flow channel in the squeeze tube.
  • the air pressure in the squeeze tube or hose i.e. the flow channel formed by the squeeze tube, can promote or actively support the expansion of the squeeze tube.
  • the squeeze tube is in particular elastically deformable or made from an elastic material.
  • valve body according to the invention as a pinch tube or pinch hose
  • the flow cross section for the compressed air is optimized, since the pinch tube or pinch hose can preferably extend linearly at least essentially exclusively in an axial direction. A curvature of the entire squeeze tube or hose around a curve is not necessary and can advantageously be avoided.
  • the design according to the invention leads to a reduced variety of parts and thus to low manufacturing costs, low weight and easy maintenance. Furthermore, wearing parts, in particular the squeeze tube or the hose, can be easily replaced.
  • the valve drive preferably has at least one clamping piece which is arranged to press in the squeeze tube radially from the outside when the valve drive is brought into its closed position. This can be a movement of the clamping piece solely in the radial direction to the squeeze tube or squeeze hose or also a combined radial-axial movement or a pivoting movement, as will be explained below.
  • clamping piece If only one clamping piece is provided, this preferably engages on one side radially from the outside on the squeeze tube or squeeze hose. However, even if several clamping pieces are provided, they can be arranged and actuated by the valve drive in such a way that each clamping piece engages the squeeze tube or squeeze hose on one side radially from the outside.
  • a plurality of clamping pieces are provided which engage the squeeze tube or squeeze hose radially from the outside on radially opposite sides.
  • Cooperating clamping pieces can thus be arranged diametrically opposite the outside of the squeeze tube or squeeze hose.
  • a counterpart diametrically opposite the clamping piece is provided as an abutment to the clamping piece, the abutment also acting radially from the outside on the squeeze tube or squeeze hose.
  • the counterpart can have or form a projection which permanently presses the squeeze tube or squeeze tube radially from the outside. This simplifies the complete closing of the flow channel using the opposite clamping piece.
  • the simplified closing can also be achieved in that two radially oppositely arranged clamping pieces simultaneously enter the squeeze tube or squeeze hose from the outside when the valve drive is moved into its closed position.
  • the valve drive comprises a cam and/or eccentric shaft which can be rotated about an axis of rotation and which actuates the at least one clamping piece to move it against the squeeze tube.
  • the camshaft and/or eccentric shaft can, for example, be designed for a rotationally fixed connection to a rail vehicle coupling lock or can be formed by a rail vehicle coupling lock.
  • the cam and/or eccentric shaft can be designed for a rotation-proof connection to the main bolt of the rail vehicle coupling lock or can be formed by the main bolt.
  • the cam and/or eccentric shaft simultaneously engages at least two radially opposite clamping pieces in order to simultaneously move them in opposite directions.
  • At least two opposing clamping pieces can be arranged in a common radial plane of the camshaft and/or eccentric shaft.
  • the cam and/or eccentric shaft can have a single cam or two, in particular, diametrically opposed cams. Of course, a larger number of cams is also possible.
  • the cams can also be arranged in a common radial plane of the camshaft and/or eccentric shaft, or in different radial planes, depending on the arrangement of the clamping pieces in a common or in several radial planes of the camshaft and/or eccentric shaft.
  • the cam and/or eccentric shaft has a single eccentric disk, which in particular engages the two clamping pieces at the same time.
  • the two clamping pieces can be displaceable relative to one another, with the two clamping pieces, for example, enclosing the squeeze tube together.
  • the at least one clamping piece can, for example, be pivoted about a pivot axis for its operation, the pivoting being possible by twisting or also by deforming the clamping piece or its holding structure.
  • the holding structure is formed, for example, by a deformable hose clamp which encloses the squeeze tube or hose, in particular completely, and which clamps the clamping piece and a counterpart working together with it, or the clamping piece and one working with it cooperating further clamping piece is formed, the counterpart or the further clamping piece being arranged in particular diametrically to the clamping piece on the other side of the squeeze tube or hose.
  • the at least one clamping piece can be moved exclusively in a translational manner for its actuation.
  • An automatic train coupling according to the invention for a rail vehicle for example passenger cars or freight cars, has an end plate which encloses mechanical coupling components such as a funnel and a cone. Furthermore, an automatic air clutch of the type shown is provided. In a particularly advantageous embodiment, the valve drive can be coupled to the actuation for the clutch lock.
  • the mechanical coupling components can additionally or alternatively also have at least one component other than a funnel and a cone, for example a coupling lock, in particular with a rotatable main bolt.
  • FIG. 1 An automatic air coupling according to the invention is shown schematically, which includes a mouthpiece 1 for coupling the air coupling to an opposite air coupling.
  • the mouthpiece 1 can have a resiliently mounted sleeve, which comes into sealing contact with a resiliently mounted sleeve of an opposite air coupling during coupling.
  • a sleeve can, for example, protrude from the end face of a face plate and be pushed back during coupling.
  • the air coupling also has a compressed air connection 2, with which the air coupling is connected to a rail vehicle compressed air system.
  • the compressed air connection 2 can comprise a pipe and/or a squeeze hose or another suitable component that conducts compressed air.
  • a flow channel 3 connects the mouthpiece 1 to the compressed air nozzle 2 in a compressed air-conducting manner.
  • the flow channel between the mouthpiece 1 and the compressed air nozzle 2 is formed entirely by a valve body 4.1 designed as a pinch tube or pinch hose.
  • this is not mandatory; one or more further sections of the flow channel 3 could be connected to the section of the flow channel 3 formed by the squeeze tube.
  • the valve body 4.1 is part of a valve 4, with which the flow channel 3 can either be shut off or released.
  • the valve 4 points a valve drive 5, with which the valve body 4.1 can be actuated in order to selectively shut off and release the flow channel 3, depending on whether the valve drive 5 is in its open position or its closed position.
  • the valve body 4.1 designed as a squeeze tube, is compressed by the valve drive 5 and thereby cuts off the flow channel 3, so that the flow channel 3 is in particular completely closed.
  • the open position of the valve drive 5 the flow channel 3 is released, since the valve drive 5 advantageously no longer compresses the squeeze tube or squeeze hose or at least compresses it to a lesser extent.
  • the valve 4 has, for example, a valve housing 4.2 in which the squeeze tube is loosely inserted or mounted without tension or in which the squeeze tube or squeeze hose is inserted or mounted in a tensioned manner in the axial direction according to a special embodiment.
  • the valve housing 4.2 can, for example, be mounted on the mouthpiece 1 and/or on the compressed air nozzle 2, in particular releasably, or be made in one piece with the mouthpiece 1 and/or the compressed air nozzle 2.
  • the valve housing 4.2 encloses the valve drive 5 and at least one clamping piece 6.1.
  • the valve housing 4.2 forms a counterpart 7.
  • the counterpart 7 is mounted in or on the valve housing 4.2.
  • the counterpart 7 engages from one side radially from the outside on the valve body 4.1, which is designed as a squeeze tube or squeeze hose.
  • the clamping piece 7 has a projection 7.1, which permanently presses the squeeze tube radially from the outside.
  • this is not mandatory.
  • a clamping piece 6.1 is arranged diametrically opposite the counterpart 7 and is moved translationally by a cam and/or eccentric shaft 9 which can be rotated about an axis of rotation 8 in order to press in the squeeze tube or squeeze hose radially from the outside in the closed position of the valve drive 5, so that the flow channel 3 is completely closed. This is shown in dashed lines. In the open position, however, the cam and/or eccentric shaft 9 releases the clamping piece 6.1, so that this in turn releases the squeeze tube or squeeze hose and the pressing in of the squeeze tube or hose is stopped.
  • the cam and/or eccentric shaft 9 can, for example, be connected in a rotationally fixed manner to the main bolt of a clutch lock or can be formed by it. This will automatically close the automatic air clutch when the clutch lock is opened or in the event of a clutch break.
  • the design according to the Figure 2 differs from that of Figure 1 in that two cooperating clamping pieces 6.1, 6.2 are provided, which are simultaneously translationally displaced in opposite directions by the camshaft and / or eccentric shaft 9 in order to jointly press in the valve body 4.1, which is designed as a squeeze tube or squeeze hose.
  • the second clamping piece 6.2 has a shell 6.3 which surrounds the rear of the camshaft and/or eccentric shaft 9 and which is secured by means of a spring is braced against the camshaft and/or eccentric shaft 9 in such a way that when the camshaft and/or eccentric shaft 9 is rotated into the closed position of the valve drive 5, the shell 6.3 pulls the second clamping piece 6.2 against the squeeze tube or squeeze hose.
  • the cam and/or eccentric shaft 9 presses the first clamping piece 6.1, which is slidably mounted in the shell 6.3, from the outside into the squeeze tube from the opposite side, so that the closed state of the flow channel 3 shown in dashed lines is achieved.
  • valve housing 4.2 When designing according to the Figure 3 the counterpart 7 is inserted into the valve housing 4.2. However, it could also be made in one piece with this or be mounted on it.
  • the diametrically opposite clamping piece 6.1 carries out a pivoting movement about a pivoting axis 10, in contrast to the previously illustrated purely translational movement of the clamping pieces 6.1 and 6.2.
  • the clamping piece 6.1 together with the counterpart 7 forms a flexible hose clamp that encompasses the squeeze tube or the squeeze hose.
  • an example of an automatic pull coupling with an end plate 11 is shown, which can be provided with an air coupling according to the invention.
  • the end plate 11 encloses a funnel and a cone and has the mouthpiece 1 of the air coupling in the upper region. You can also see the compressed air connection 2.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Quick-Acting Or Multi-Walled Pipe Joints (AREA)

Claims (16)

  1. Attelage pneumatique automatique pour un véhicule ferroviaire,
    avec une pièce d'embouchure (1) pour l'accouplement de l'attelage pneumatique à un attelage pneumatique inversement symétrique ;
    avec une tubulure d'air comprimé (2) pour le raccordement de l'attelage pneumatique à un système d'air comprimé de véhicule ferroviaire ;
    avec un canal d'écoulement (3) qui relie la pièce d'embouchure (1) à la tubulure d'air comprimé (2) de manière à conduire l'air comprimé ;
    avec une soupape (4) agencée dans le canal d'écoulement (3), qui présente un corps de soupape (4.1) qui peut être actionné pour fermer et libérer au choix le canal d'écoulement (3) ;
    avec un entraînement de soupape (5) qui, pour actionner le corps de soupape (4.1), agit sur celui-ci pour fermer et libérer au choix le canal d'écoulement (3) ;
    caractérisé en ce que la soupape (4) est réalisée sous forme de soupape d'écrasement.
  2. Attelage pneumatique automatique selon la revendication 1, caractérisé en ce que le corps de soupape (4.1) de la soupape (4) est conçu sous forme d'élément à corps creux allongé, notamment de tube d'écrasement ou de tuyau d'écrasement, qui entoure au moins une section du canal d'écoulement (3) et qui, dans une position de fermeture de l'entraînement de soupape (5), est comprimé par l'entraînement de soupape (5) et ferme le canal d'écoulement (3) par étranglement et, dans une position d'ouverture de l'entraînement de soupape (5), libère le canal d'écoulement (3).
  3. Attelage pneumatique automatique selon la revendication 1 ou 2, caractérisé en ce que l'entraînement de soupape (5) comprend au moins une pièce de serrage (6.1, 6.2) qui est agencée pour comprimer le tube d'écrasement radialement depuis l'extérieur lorsque l'entraînement de soupape (5) est amené dans sa position de fermeture.
  4. Attelage pneumatique automatique selon la revendication 3, caractérisé en ce que chaque pièce de serrage (6.1, 6.2) agit radialement de l'extérieur sur un côté du tube d'écrasement ou du tuyau d'écrasement.
  5. Attelage pneumatique automatique selon l'une quelconque des revendications 3 ou 4, caractérisé en ce qu'il est prévu plusieurs pièces de serrage (6.1, 6.2) qui agissent radialement de l'extérieur sur le tube d'écrasement ou le tuyau d'écrasement sur des côtés radialement opposés.
  6. Attelage pneumatique automatique selon l'une quelconque des revendications 3 ou 4, caractérisé en ce qu'il n'est prévu qu'une seule pièce de serrage (6.1).
  7. Attelage pneumatique automatique selon la revendication 6, caractérisé en ce qu'une contre-pièce (7) diamétralement opposée à la pièce de serrage (6.1), agit en tant que butée pour la pièce de serrage (6.1) radialement à l'extérieur du tube d'écrasement.
  8. Attelage pneumatique automatique selon la revendication 7, caractérisé en ce que la contre-pièce (7) présente une saillie (7.1) qui presse en permanence le tube d'écrasement ou le tuyau d'écrasement radialement de l'extérieur.
  9. Attelage pneumatique automatique selon l'une quelconque des revendications 2 à 8, caractérisé en ce que l'entraînement de soupape (5) comprend un arbre à came et/ou excentrique (9) pouvant tourner autour d'un axe de rotation (8), qui actionne l'au moins une pièce de serrage (6.1, 6.2) pour la déplacer contre le tube d'écrasement ou le tuyau d'écrasement.
  10. Attelage pneumatique automatique selon la revendication 9, caractérisé en ce que l'arbre à came et/ou excentrique (9) est conçu pour se raccorder de manière solidaire en rotation à une culasse d'attelage de véhicule ferroviaire ou est formé par une culasse d'attelage de véhicule ferroviaire.
  11. Attelage pneumatique automatique selon la revendication 5 et l'une quelconque des revendications 9 ou 10, caractérisé en ce que l'arbre à came et/ou excentrique (9) agit simultanément sur au moins deux pièces de serrage (6.1, 6.2) radialement opposées l'une à l'autre pour les déplacer simultanément dans des directions opposées.
  12. Attelage pneumatique automatique selon l'une quelconque des revendications 2 à 10, caractérisé en ce que l'au moins une pièce de serrage (6.1, 6.2) peut pivoter autour d'un axe de pivotement (10) pour son actionnement, par torsion ou par déformation.
  13. Attelage pneumatique automatique selon l'une quelconque des revendications 2 à 11, caractérisé en ce que l'au moins une pièce de serrage (6.1, 6.2) peut être déplacée en translation pour son actionnement.
  14. Attelage pneumatique automatique selon l'une quelconque des revendications 1 à 13, caractérisé en ce que le tube d'écrasement ou le tuyau d'écrasement est élastiquement déformable.
  15. Attelage pneumatique automatique selon l'une quelconque des revendications 1 à 14, caractérisé en ce que le tube d'écrasement ou le tuyau d'écrasement présente des extrémités axiales serrées l'une contre l'autre.
  16. Attelage de traction automatique pour un véhicule ferroviaire avec une plaque d'extrémité (11) renfermant des composants d'attelage mécaniques tels qu'un entonnoir et un cône, et avec un attelage pneumatique automatique selon l'une quelconque des revendications 1 à 15.
EP21701754.0A 2020-02-11 2021-01-22 Raccord d'air automatique pour véhicule ferroviaire Active EP4103443B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102020103375.3A DE102020103375A1 (de) 2020-02-11 2020-02-11 Automatische Luftkupplung für ein Schienenfahrzeug
PCT/EP2021/051410 WO2021160406A1 (fr) 2020-02-11 2021-01-22 Raccord d'air automatique pour véhicule ferroviaire

Publications (2)

Publication Number Publication Date
EP4103443A1 EP4103443A1 (fr) 2022-12-21
EP4103443B1 true EP4103443B1 (fr) 2024-03-13

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ID=74236191

Family Applications (1)

Application Number Title Priority Date Filing Date
EP21701754.0A Active EP4103443B1 (fr) 2020-02-11 2021-01-22 Raccord d'air automatique pour véhicule ferroviaire

Country Status (4)

Country Link
EP (1) EP4103443B1 (fr)
CN (1) CN115066361B (fr)
DE (1) DE102020103375A1 (fr)
WO (1) WO2021160406A1 (fr)

Family Cites Families (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE660833C (de) 1933-12-18 1938-06-03 Scharfenbergkupplung Akt Ges Selbsttaetige Kupplung fuer Fahrzeuge
DE669444C (de) 1933-12-18 1938-12-27 Scharfenkergkupplung Akt Ges Selbsttaetige Kupplung fuer Fahrzeuge
DE2257161A1 (de) 1972-11-22 1974-05-30 Alvasum Aseptic Ltd Quetschventil
US4073467A (en) 1976-06-03 1978-02-14 Rkl Controls, Inc. High pressure pinch valve
US4892204A (en) * 1988-06-02 1990-01-09 General Signal Corporation Automatic coupler control system
JP5338885B2 (ja) * 2011-11-10 2013-11-13 Ｓｍｃ株式会社 ピンチバルブ
DE102014010443A1 (de) * 2014-07-11 2016-01-14 Gemü Gebr. Müller Apparatebau Gmbh & Co. Kommanditgesellschaft Schlauchquetschventil
DE102016104188B4 (de) * 2016-03-08 2024-05-02 Voith Patent Gmbh Vorrichtung zum Aktivieren von mindestens einer Funktionskomponente einer automatischen Mittelpufferkupplung
DE102018101626A1 (de) * 2018-01-25 2019-07-25 Voith Patent Gmbh Kuppeleinrichtung für eine Druckluftkupplung oder Druckmediumkupplung in einem Schienenfahrzeug
DE102018204554B3 (de) 2018-03-26 2019-04-18 Festo Ag & Co. Kg Quetschventil

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Publication number Publication date
WO2021160406A1 (fr) 2021-08-19
DE102020103375A1 (de) 2021-08-12
CN115066361A (zh) 2022-09-16
CN115066361B (zh) 2024-03-26
EP4103443A1 (fr) 2022-12-21

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