EP4180299A1 - Tête d'attelage pour un attelage d'un véhicule ferroviaire - Google Patents

Tête d'attelage pour un attelage d'un véhicule ferroviaire Download PDF

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Publication number
EP4180299A1
EP4180299A1 EP22206043.6A EP22206043A EP4180299A1 EP 4180299 A1 EP4180299 A1 EP 4180299A1 EP 22206043 A EP22206043 A EP 22206043A EP 4180299 A1 EP4180299 A1 EP 4180299A1
Authority
EP
European Patent Office
Prior art keywords
coupling
air
air line
coupling head
plunger
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.)
Pending
Application number
EP22206043.6A
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German (de)
English (en)
Inventor
Mike Fassbind
Loreta TOCI
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.)
Faiveley Transport Schwab AG
Original Assignee
Faiveley Transport Schwab AG
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 Faiveley Transport Schwab AG filed Critical Faiveley Transport Schwab AG
Publication of EP4180299A1 publication Critical patent/EP4180299A1/fr
Pending legal-status Critical Current

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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 invention relates to a coupling head for a coupling of a rail vehicle, with a housing forming an abutment surface on the front side and an air coupling. At least one air line with a flow opening leading to the abutment surface is assigned to the air coupling.
  • the air line is an opening or closing Valve member arranged with a plunger and a movable adjusting means latter.
  • EP-A-1 800 987 discloses a coupling head provided with a pneumatic brake line and/or a supply line, which is provided with a closure element for closing or opening the respective line.
  • this line is provided with a sealing body having a sealing surface on the end face.
  • This sealing body has a passage opening in which a sealing element is arranged. In the active position, a closure part of the closure member is placed against this sealing element in a sealing manner and the line is closed.
  • This closure member is acted upon by a spring acting on the closure part and is held by a mechanical actuating element in which it closes the line, while it is released by the latter after coupling, so that the pressure prevailing in the line and the spring force in the open position is movable.
  • the present invention is based on the task of improving a coupling head or the air coupling in such a way that with this, with a simple, robust construction, an optimal one can be achieved in terms of flow technology Flow of the compressed air is achieved in the coupled state of the clutch and thus a quick switchover, for example from released to applied brakes or other consumers is made possible.
  • the plunger of the valve element of the air coupling is pressed against a stop by the adjustment means when it is closed or moved back when it is opened and the air line leading transversely into the through-flow opening is thus fully opened.
  • the adjustment means for the tappet of the valve member are advantageously realized by a cam disc or a crank drive that interact with it.
  • FIG. 1 and 2 show a coupler head 10 of a coupler for a rail vehicle, which may be a freight or passenger car, locomotive or other car. Not all details of the coupling head 10 are explained below, but primarily only those in connection with the invention.
  • This coupling head 10 comprises a one-part or multi-part housing 11 with a front wall 14 forming an abutment surface 15 for flat contact with an identical abutment surface of a coupling head to be coupled on another rail vehicle.
  • a coupling head is designed identically to the coupling head 10 shown, but pivoted horizontally by 180° and attached to a coupling device of the vehicle to be coupled.
  • a connecting flange 12 is arranged on the rear of the housing 11 and can be fixed to a pull rod or the like of a coupling device, which is preferably articulated to a vehicle body.
  • a guide element 13 can be arranged for pre-centering with the coupling head to be connected.
  • a connecting flange 12 a screw thread or a non-detachable, fixed connection to a coupling element in the freight car could also be provided.
  • a locking and unlocking mechanism 35 is integrated in the housing 11, which comprises a lever system with interacting adjustable or pivotable levers, which are not explained in more detail below.
  • a protruding adjustable bolt 36 for locking and unlocking is illustrated, which protrudes through a flange 37 at the abutment surface 15 and on the side of which a projection 37' of the flange 37 is arranged as a centering aid.
  • a round recess 28 which is intended for receiving a flange of the coupling head to be coupled, from which such a bolt can be pushed into this recess 28 for locking.
  • a main air line 16, 16' and a main reservoir air line 17, 17' are illustrated, which are routed from the rail vehicle to the housing 11 and up to the abutment surface 15 and can be connected to lines of the coupled coupling head.
  • this main air line 16 With this main air line 16 with a pending operating pressure, the brakes of the rail vehicles are actuated, this being set for safety reasons such that they are released when an operating pressure is present, but the brakes are applied if there is a pressure drop in the event of a fault.
  • this air coupling 20 with an actuating member is designed as a structural unit that could also be mounted underneath or on the side of the housing 11 .
  • This valve member 25 consists of a plunger 26 that can be adjusted axially in a flow opening 21, an adjusting means 27 that can be moved, a holder 29, a pivoted lever 28 that is pivotably mounted in it, and a spiral spring 31 that is operatively connected to the latter.
  • the pivoting lever 28 which is designed as a manual actuating element and is located on the back above the housing 11, is easily accessible to an operator.
  • a cable pull instead of or in addition to the pivoting lever 28, a controllable electrical or pneumatic rotary or piston drive or the like could also be used as the actuating element.
  • a cylinder sleeve 22 forming the flow opening 21 can be inserted into the housing 11 from the front at the abutment surface 15 and can be mounted therein.
  • the plunger 26 is guided axially, a transverse inlet opening 32 of the air line 16 is present and on the front side a sealing ring 23 extending up to the abutment surface 15 is mounted in a limited axially adjustable manner.
  • this sealing ring 23 is pressed forward by a spring element 24 in the uncoupled state, advantageously protruding to the abutment surface 15 and is held there by a sealing element 19 as a stop, the spring element 24 acting as a compression spring, for example, at a shoulder 22' in the cylinder sleeve 22 is supported.
  • the plunger 26 can be pressed against a stop 30 by the adjusting means 27 when it is closed, while when it is opened it is pushed back by the air pressure and thus transversely into the flow opening 21 'leading inlet opening 32 of the air line 16 fully open in fractions of a second.
  • the stop 30 is formed by an annular shoulder with a through-hole 30' projecting into the through-flow opening 21'.
  • this inlet opening 32 indicated by dot-dashed lines, which opens transversely into the through-flow opening 21, is advantageously positioned in such a way that the front side 26' of the plunger 26 is approximately flush with the rear outer side 32" in the open position of the air line 16, but approximately flush in the closed position is located at the front outside 32' of the inlet opening 32 air duct 16.
  • the stop 30 is accordingly placed at this front outside 32' This enables this rapid closing of the valve member 25 to take place from full opening to zero and practically no dead movement of the push rod 26 present.
  • the plunger 26 can be moved by a cam disk 27 acting on its rear side 26" as an adjusting means, and on its front side 26' it is constantly pressed against the cam disk 27 in the holder 29 by the prevailing air pressure in the air line 16 26 acting spring member or the like are dispensed with.
  • the front side 26 ′ of the ram 26 is expediently provided with a mushroom-shaped or similarly shaped front part 33 which is dimensioned with a smaller outside diameter than that of the ram guided in the cylinder sleeve 22 .
  • the flow opening is 21 slightly enlarged in diameter before the stop 30. A sufficient compressive force of the air pressure against the plunger 26 in the direction of the cam disk 27 is thus also generated in the closed position, so that the pressing of the plunger against the cam disk is also ensured when opening is initiated.
  • the rear side 26" of the plunger 26 is dome-shaped and the cam disk 27 is designed with such a curved shape 27' that, when the cam disk 27 is rotated by means of the pivoted lever 28 against the stop 30 or in the position shown, the plunger 26 moves away from the
  • the pivoting lever 28, which is pivotably mounted in the holder 29, is automatically rotated by the spiral spring 31 operatively connected to it in such a way that the plunger 26 is moved into the closed position when the pressure in the air line 16 drops.
  • In 3 is the valve member 25 of the air clutch 20 in contrast to 2 illustrated in the closed position without housing 11, in which the plunger 26 is pressed with its front side 26' formed by the mushroom-shaped front part 33 against the stop 30.
  • a cavity 34 is formed in the flow opening 21 between the front part 33 of the plunger 26 and the cylinder sleeve 22, which cavity is connected to the air line 16 and the air pressure is present therein.
  • the plunger 26 has been pushed into this position by the cam disc 27, with the curved shape 27' in contact with its rear side 26'' running obliquely outwards from the center and being terminated by a radius 27''. This allows the plunger at a low Rotation of the cam 27 are pushed from the open to the closed position.
  • this curve or crest shape can also be configured differently.
  • a flange 39 is assigned to the front of the cylinder sleeve 22 for fastening the same in the housing 11 .
  • sealing ring 23 in the closed position of the valve member 25, in which it is not in contact with a sealing ring of a coupled coupling head, projects slightly forwards from the spring member 24 supported at the shoulder 22' in the cylinder sleeve 22 in relation to the abutment surface 15 protrudes and is held by the sealing member 19 as a stop.
  • valve member 45 of an air clutch 40 which is the same as that according to 1 is designed and therefore the same reference numerals are used for the same components. Only the differences are shown below.
  • This valve member 45 has an axially adjustable plunger 46, an adjustment means which can be moved thereon, the holder 29, the pivot lever 28 which is pivotably mounted therein and the spiral spring 31 which is operatively connected to the latter.
  • the plunger 46 can be pressed against a stop 50 by a crank drive 47 as an adjustment means in the axial direction of the flow opening 21, but can be pulled back by the crank drive 47 when opening and thus the air line (not shown in detail) leading transversely into the flow opening 21 with the inlet opening 43 in the cylinder sleeve 42 is open.
  • the stop 50 is formed by an annular shoulder protruding into the through-flow opening 21 with a through-bore 50'.
  • the plunger 46 is very advantageously adjusted to the inlet opening 43 in such a way that its front side 46' in the open position is approximately flush with the rear outside 43", whereas in the closed position it is approximately flush with the front outside 43' of the inlet opening 43 of the air duct 16
  • the stop 50 is correspondingly placed at this front outer side 43.
  • This plunger 46 is in the form of a piston, but it could also have a front part like the one according to FIG 3 be provided.
  • This crank drive 47 consists of a connecting rod 44, a pivot bearing 48 and a turntable 49 which can be rotated by the pivot lever 28.
  • the connecting rod 44 is connected at one end to the pivot bearing 48 held eccentrically in the turntable 49 and at the other end by a ball joint 41 in the Plunger 46 articulated.
  • valve member 45 is shown in the closed position, in which the plunger 46 is pressed against the stop 50 by the connecting rod 44 with a specific contact pressure.
  • the turntable 49 is rotated counterclockwise, in which the pivot bearing 48 can be moved approximately from a lateral to a rear pivot position 48' (figure) and the connecting rod 44 is moved from the inclined position shown to a position running in the axial direction of the flow opening 21.
  • the plunger 46 has a conical recess on the back 51 provided for the deflection of the connecting rod 44.
  • the extent of the eccentricity of the pivot bearing 48 in the turntable 49 is selected such that the connecting rod 44 is aligned approximately parallel in the closed position shown with a minimum distance from the wall of the recess 51 .
  • this sealing ring 23 with the spring element 24 supported on the stop 50 is arranged in the cylinder sleeve 42 above the abutment surface 15, as is the case above 3 is explained.
  • the respective air coupling 20 and 40 forms, with the cylinder sleeve 22, 42 with the flow opening 21, the plunger 26, 46 guided therein, its adjusting means, the holder 29 with the actuating element and the connection of the air line 16, a structural unit which can be mounted on or in the housing 11. which can be installed independently of the other components of the coupling head 10.
  • FIGS. 6 and 7 show a coupling head 60, which is designed similar to that of 1 , and therefore only the differences are shown below.
  • a housing 61 is provided with a front wall 64 forming an abutment surface 65, a flange 67 therein and a round recess 68 next to it.
  • a connecting element 62 leading away is indicated for fastening it to the rail vehicle.
  • the main difference of this coupling head 60 over that of 1 consists in that, according to the invention, an electric coupling 63 with an electric connecting line 69 and not an air coupling is mounted on the upper side of the housing 61, and an air coupling 70 with a valve member 75 that opens and closes the main air line 66 is arranged on the underside of the housing 61.
  • an electric coupling 63 with an electric connecting line 69 and not an air coupling is mounted on the upper side of the housing 61
  • an air coupling 70 with a valve member 75 that opens and closes the main air line 66 is arranged on the underside of the housing 61.
  • only one main air line or one main container air line 66 is advantageously provided in the lower area between the flange 67 and the recess 68 and such is not also provided at the top.
  • the air coupling 70 is mounted on the underside of the housing 61, as shown in FIG 7 is illustrated.
  • the overall height of the clutch which should not exceed a specific dimension of ideally ⁇
  • the electric coupling 63 with the connecting line 69 is designed in a conventional manner and is therefore not explained in more detail. It has a connector arrangement 58 on the front with a hinged cover 59 that is approximately flush with or even protruding from the abutment surface 65 . This cover 59, which is shown in the closed state, is opened during coupling so that a plug connection can be made with the plug arrangement of the coupling head to be coupled.
  • the valve member 75 of the air clutch 70 that opens or closes the main air line 66 corresponds to that 1 or. 2 .
  • the cross Inlet opening 72 of the air line leads from below into the flow opening 66 of the cylinder sleeve 73 and forwards to the abutment surface 65.
  • the sealing ring 74 is mounted in the cylinder sleeve 73 so that it can be adjusted axially to a limited extent, and is pressed by the spring element 77 in the uncoupled state protruding towards the abutment surface 65.
  • This transverse inlet opening can just as well be guided into the through-flow opening 66 from the side.
  • the plunger 76 which can be moved back and forth in the cylinder sleeve 73, is pressed against the stop 80 by the adjusting means 78 when it is closed, as shown, while when it is opened it is pushed back by the air pressure.
  • the plunger 26 can be adjusted by the rotating cam disc 78' of the adjustment means 78 acting on its rear side, the latter being mounted, for example, in the holder (not shown in detail) and being actuatable by a pivoted lever or the like mounted in this holder.
  • valve member 75 could of course be such according to 4 and 5 be installed on the underside of the housing, which is not explained in detail.
  • an air coupling with a valve element 75 that opens or closes the main or main container air line could also be arranged in the upper area of the housing 61 on the upper side 61' of the housing 61, as in 1 is shown.
  • the electrocoupling would consequently be placed on the underside 61′′ of the housing 61 and no main air line would preferably be provided in the lower area, but rather in the upper area of the housing.
  • the air coupling could be structurally equipped with other means and, as mentioned, be arranged on the underside or on the side of the housing 11.
  • the sealing ring 23 with the spring member could also be designed differently, for example by a sealing ring that is resilient and therefore a compression spring would not be required.
  • the flow opening and the stop could also be formed directly in the housing, so that the cylinder sleeve would be omitted.
  • valve element could also be equipped with such a control that the ram would be opened or closed automatically when coupling or uncoupling.
  • An electric or hydraulic drive would then advantageously be provided for the actuating member of the adjusting means, which would cause the drive to be activated by an automatic switching process. But that could also be done by a manually operable lever.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Mechanically-Actuated Valves (AREA)
  • Lighting Device Outwards From Vehicle And Optical Signal (AREA)
EP22206043.6A 2021-11-15 2022-11-08 Tête d'attelage pour un attelage d'un véhicule ferroviaire Pending EP4180299A1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
CH070556/2021A CH719144A2 (de) 2021-11-15 2021-11-15 Kupplungskopf für eine Kupplung eines Schienenfahrzeugs.

Publications (1)

Publication Number Publication Date
EP4180299A1 true EP4180299A1 (fr) 2023-05-17

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Family Applications (1)

Application Number Title Priority Date Filing Date
EP22206043.6A Pending EP4180299A1 (fr) 2021-11-15 2022-11-08 Tête d'attelage pour un attelage d'un véhicule ferroviaire

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EP (1) EP4180299A1 (fr)
CH (1) CH719144A2 (fr)

Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
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
DE1231744B (de) * 1962-09-27 1967-01-05 Bautzen Waggonbau Veb Betaetigungsvorrichtung fuer die Ventile von Rohrleitungskupplungen an selbsttaetigen Fahrzeugkupplungen
US5683148A (en) * 1995-05-10 1997-11-04 Union Switch & Signal Inc. Brake pipe pneumatic valve
EP1800987A1 (fr) 2005-12-23 2007-06-27 Schwab Verkehrstechnik AG Attelage à tampon central pour véhicules ferroviaires
WO2021028417A1 (fr) * 2019-08-12 2021-02-18 Voith Patent Gmbh Raccord d'air automatique pour véhicule ferroviaire

Patent Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
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
DE1231744B (de) * 1962-09-27 1967-01-05 Bautzen Waggonbau Veb Betaetigungsvorrichtung fuer die Ventile von Rohrleitungskupplungen an selbsttaetigen Fahrzeugkupplungen
US5683148A (en) * 1995-05-10 1997-11-04 Union Switch & Signal Inc. Brake pipe pneumatic valve
EP1800987A1 (fr) 2005-12-23 2007-06-27 Schwab Verkehrstechnik AG Attelage à tampon central pour véhicules ferroviaires
WO2021028417A1 (fr) * 2019-08-12 2021-02-18 Voith Patent Gmbh Raccord d'air automatique pour véhicule ferroviaire

Also Published As

Publication number Publication date
CH719144A2 (de) 2023-05-31

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