WO2021028417A1 - Raccord d'air automatique pour véhicule ferroviaire - Google Patents

Raccord d'air automatique pour véhicule ferroviaire Download PDF

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Publication number
WO2021028417A1
WO2021028417A1 PCT/EP2020/072458 EP2020072458W WO2021028417A1 WO 2021028417 A1 WO2021028417 A1 WO 2021028417A1 EP 2020072458 W EP2020072458 W EP 2020072458W WO 2021028417 A1 WO2021028417 A1 WO 2021028417A1
Authority
WO
WIPO (PCT)
Prior art keywords
coupling
air
flow channel
valve
air coupling
Prior art date
Application number
PCT/EP2020/072458
Other languages
German (de)
English (en)
Inventor
Kay Uwe Kolshorn
Martin Schüler
Wladimir SCHÄFER
Jörn Schulz
Original Assignee
Voith Patent 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 Voith Patent Gmbh filed Critical Voith Patent Gmbh
Priority to CN202090000796.XU priority Critical patent/CN218141541U/zh
Priority to PL20757248.8T priority patent/PL4013658T3/pl
Priority to EP20757248.8A priority patent/EP4013658B1/fr
Publication of WO2021028417A1 publication Critical patent/WO2021028417A1/fr

Links

Classifications

    • 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 coupling for a rail vehicle, the rail vehicle being designed in particular in the form of a freight car, in detail according to the preamble of claim 1.
  • Automatic air couplings are conventionally used in rail vehicles intended for passenger traffic and are part of the automatic train coupling there.
  • the automatic air coupling is used to couple the main air line between the individual rail vehicles of a train, that is, between the individual wagons, whereby wagons are both railcars and pulled / pushed wagons.
  • the necessary air pressure must be built up in the main air line of the train in order to release the brakes of all coupled rail vehicles. Conversely, if the air pressure in the main air line falls, the respective rail vehicle is braked.
  • the air coupling is automatically activated when two automatic train couplings are driven against each other and a secure mechanical connection is established between the train couplings.
  • the mouthpiece of the respective air coupling is positioned centrally on the upper edge of the face plate and a flow channel for the compressed air, in which a valve is arranged, connects to the mouthpiece.
  • the flow channel opens beyond the valve, as seen from the mouthpiece, in a compressed air nozzle to which a compressed air hose or a compressed air pipe of the corresponding rail vehicle can be connected in order to establish the connection to the brakes or to the other end of the rail vehicle and the air coupling provided there.
  • the valve in the flow channel is actuated mechanically by the so-called coupling lock, more precisely by its main bolt, which is rotated by a so-called frog connected to it when the pulling couplings are moved against each other.
  • the coupling lock more precisely by its main bolt, which is rotated by a so-called frog connected to it when the pulling couplings are moved against each other.
  • Generic automatic air couplings have an extension of the coupling lock or the main pin, the extension in the form of a shaft can be connected to the coupling lock or the main pin in a rotationally fixed manner and is provided with a cam which, when the shaft is rotated, the valve in the sense of opening the flow channel operated during the coupling process. During the uncoupling process, the cam is rotated back with the shaft and releases the valve, which is then closed by the force of a spring accumulator and blocks the flow channel.
  • valve The position of the valve or of a valve body of the valve which works together with a valve seat is thus dependent on the position of the coupling lock.
  • 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.
  • Such automatic air couplings are not conventionally used in freight wagons. Rather, simple pipe sections are coupled here via seals on the face in order to connect the main air line of two rail vehicles to one another. This makes it possible to design such couplings and all of the main air lines with a particularly large flow cross section. The great length of trains with freight wagons is remarkable. If the clutch breaks, the pressure drop in the main air line must spread from vehicle to vehicle starting from the break point in order to brake all vehicles together. High demands are therefore placed on the speed of propagation, also known as the speed of penetration. In particular, according to railway standards, a minimum breakthrough speed of 250 meters per second is specified.
  • the present invention is based on the object of specifying an automatic air coupling for a rail vehicle, the automatic Air coupling can be operated comfortably and also meets the requirement of air couplings for rail vehicles in the form of freight cars and in particular is designed to be 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 wagon, has a mouthpiece for coupling the air coupling to an air coupling of the same type, in accordance with the generic design explained at the beginning, and also a compressed air connector for connecting the air coupling to a Rail vehicle compressed air system and a flow channel that connects the mouthpiece to the compressed air nozzle in a compressed air-conducting manner.
  • a valve which comprises a valve body and a valve seat, is arranged in the flow channel. The valve body is movable between an open position, in which it at least largely or completely releases the flow channel, and a closed position, in which it closes the flow channel in a pressure-tight manner. In particular, a main air line, of which the flow channel forms a part, is blocked accordingly.
  • a 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 nozzle has a minimum width of 20 mm or more than 20 mm.
  • the minimum width here means the smallest existing distance between two opposing, in particular diametrically opposing walls of the flow channel or the components enclosing the flow cross section. If such a relatively large minimum width of the free flow cross-section is provided, for example a ball with a diameter of approximately 20 mm or with a minimum width of more than 20 mm with a diameter of 20 mm through the mouthpiece, the flow channel, the valve and the Compressed air connections can be moved without getting stuck.
  • the mentioned minimum width is at least or more than 30 mm or 31.75 mm.
  • the free flow cross section can be at least essentially circular.
  • the flow channel is preferably curved.
  • the air coupling has a housing that forms the flow channel.
  • the mouthpiece and the compressed air connection can then be part of the housing or be connected to the housing.
  • a valve drive is assigned to the valve, which at least indirectly engages 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 effects both movements, that is to say moving the valve body from the open position to the closed position and vice versa.
  • the valve drive advantageously comprises a shaft that can be rotated about an axis of rotation, which is designed for a 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 preferably provided with at least one cam which can be designed integrally with the shaft or is non-rotatably mounted on the shaft. The at least one cam engages at least indirectly on the valve body to actuate it.
  • At least one position sensor is provided in the area of the cam, which detects a rotational 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 horizontal plane, with the cam, the application described above, especially in the case of a freight wagon, is also taken into account that a foreign body, for example bulk material, hits the air coupling from above falls and thus can jam the cam and / or damage the cam or its connection to the shaft.
  • a foreign body for example bulk material
  • the shaft or the coupling lock or main pin to which the shaft is connected is rotated, but the cam does not follow this rotation, which has not been done so far or was not immediately detectable.
  • the present invention thus increases the operational reliability of the air coupling.
  • the arrangement of the at least one position sensor in the region of the cam also enables a particularly favorable design that is optimized in terms of space and good accessibility to the at least one position sensor.
  • the air coupling comprises a housing which forms the flow channel and at the same time encloses the cam over its outer circumference at least in the circumferential direction to the axis of rotation.
  • the at least one position sensor can then advantageously be carried by the housing, for example held in a bore in the housing.
  • the at least one position sensor is inserted through the bore in the housing and screwed or otherwise fastened there.
  • the flow channel extends at least in sections in an arcuate manner in the circumferential direction and / or tangential direction to the axis of rotation.
  • the mouthpiece and / or the compressed air nozzle can extend, for example, in the radial direction to the axis of rotation, i.e. the compressed air flow into or out of the mouthpiece initially takes place in the radial direction, then the compressed air flows through the flow channel in the circumferential direction and / or In the tangential direction and then the compressed air in the compressed air connection flows again in the radial direction, each related to the axis of rotation.
  • the housing covers the cam and in particular the shaft at the end face to the axis of rotation. So the cam is and In particular, the shaft is secured against falling foreign bodies, such as bulk material. Additional shielding plates can advantageously be dispensed with.
  • the position sensor is designed, for example, as an inductive sensor or as a capacitive sensor.
  • other position sensors can also be considered, for example in the form of an optical sensor or a fall 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 correspondingly at least indirectly connected to the first cam in a rotationally fixed manner or made in one piece with it.
  • the housing has an outer circumferential wall and an inner circumferential wall viewed in a radial section through the axis of rotation.
  • the inner circumferential wall separates a cam space, in which the at least one cam is positioned, from the flow channel.
  • the outer circumferential wall delimits the flow channel and the cam space on the radially outer side in relation to the axis of rotation, the at least one position sensor preferably being arranged on a wall section of the outer circumferential wall which is diametrically opposite the inner circumferential wall in relation to the axis of rotation.
  • An automatic train coupling according to the invention for a rail vehicle which in turn is designed in particular in the form of a freight wagon, has at least one end plate which encloses mechanical coupling components such as a funnel and a cone.
  • an air coupling of the type shown is provided, the mouthpiece preferably protruding from an end face of the end plate.
  • the automatic pulling coupling has in particular the components shown at the beginning, such as a frog, at least one coupling eye, a coupling lock and / or a main bolt, with the shaft of the air coupling, as explained, being able to be connected thereto.
  • FIG. 1 shows a radial section through the axis of rotation of an automatic air clutch designed according to the invention
  • FIG. 2 shows a three-dimensional plan view of an automatic train coupling with an air coupling according to the invention, which is designed in accordance with the air coupling from FIG.
  • FIG. 1 an automatic air coupling according to the invention for a rail vehicle, preferably in the form of a freight 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 an opposing air coupling, in particular to an opposing mouthpiece.
  • the mouthpiece 1 protrudes, for example, from a front plate 11 of a pulling coupling or over this, as indicated by the dashed lines.
  • the mouthpiece 1 has a sleeve 1.1, which is displaceable or deformable in the coupling direction so that the free end of the mouthpiece 1 when two vehicles are coupled, that is, when the two end plates 11 move towards one another and are placed against one another, they are moved back, in particular until they are 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 rests against a sleeve of the mating coupling which is of the same configuration.
  • the sleeve 1.2 can be pushed onto the sleeve 1.1, for example in the form of a rubber tube, and can be acted upon by the illustrated compression spring 1.4 with an axial force 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 facing away from the mouthpiece 1 opening into a compressed air connection 2.
  • a pipe 12 or a hose can be connected to the compressed air connection 2, for example, 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 comprises a valve body 4.1 and a valve seat 4.2.
  • the valve seat 4.2 is provided in the area of the connection of the compressed air connection 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 non-rotatably connected to a shaft 5.1.
  • the shaft 5.1 is in turn connected non-rotatably to a main bolt, not shown here, of a coupling lock or another suitable component of the coupling lock.
  • the shaft 5.1 is rotated so that the cam 5.2 engages the valve body 4.1 on the side facing away from the valve seat 4.2 and shifts the valve body 4.1 in the direction of the valve seat 4.2.
  • a further cam 5.3 is provided on the shaft 5.1 of the valve drive 5 and rotates together with the first cam 5.2.
  • This further cam 5.3 serves as an encoder for the position sensor 7.
  • 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 coupling state, i.e. in which the cam 5.2 is not acts on the valve body 4.1. If, on the other hand, the coupling 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 Wave 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, that is, 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. This enables particularly reliable monitoring of the position to be achieved.
  • the air coupling 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 in which the valve drive 5 or the cams 5.2, 5.3 are arranged, here called the cam space 10, from the flow channel 3.
  • the outer circumferential wall 8.1 is the outer wall of the housing 8 and closes the flow channel 3 and the cam space 10 radially on the outside, based on the axis of rotation 6.
  • the position sensors 7, 7 'are positioned in that section of the outer circumferential wall 8.1 which the inner peripheral wall 8.2 is diametrically opposite.
  • the position sensors 7, 7 'are screwed into bores 9 in the outer peripheral wall 8.1.
  • the flow channel 3 is designed in a flow-optimized manner. This preferably has a free flow cross section for the compressed air with a minimum width of 20 mm, preferably 30 mm or 31.75 mm.
  • the free flow cross section can for example be at least essentially circular. The same also applies to the mouthpiece 1 and the compressed air connection 2, with regard to the minimum width also to the valve 4 when the valve body 4.1 is in the open position.
  • both the mouthpiece 1 and the compressed air connection 2 are advantageously oriented radially to the axis of rotation 6 with respect to their direction of flow.
  • the flow channel 3 advantageously extends at least in sections or in total arc shape 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 middle area in the end plate 11 or above the end plate 11.
  • the cam space 10 (see FIG. 1) is preferably also covered by the housing 8 at the end face 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 ' can.
  • the design of the housing also provides 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)

Abstract

L'invention concerne un raccord d'air automatique destiné à un véhicule ferroviaire, en particulier sous forme d'un wagon de marchandises, le raccord comprenant un embout permettant d'accoupler le raccord d'air à un raccord d'air homologue ; une pièce de raccordement d'air comprimé permettant de relier le raccord d'air à un système d'air comprimé du véhicule ferroviaire ; un conduit d'écoulement servant à relier l'embout, en mode de conduction d'air comprimé, à la pièce de raccordement d'air comprimé ; une soupape disposée dans le conduit d'écoulement et comportant un corps de soupape et un siège de soupape, le corps de soupape pouvant être déplacé entre une position ouverte, dans laquelle il ouvre le conduit d'écoulement au moins sensiblement ou entièrement, et une position fermée, dans laquelle il ferme le conduit d'écoulement de manière étanche à la pression. Le raccord d'air automatique selon l'invention est caractérisé en ce qu'une section transversale à écoulement libre pour l'air comprimé, à travers l'embout, le conduit d'écoulement, la soupape en position ouverte du corps de soupape et la pièce de liaison à pression, présente une largeur minimale égale à 20 mm.
PCT/EP2020/072458 2019-08-12 2020-08-11 Raccord d'air automatique pour véhicule ferroviaire WO2021028417A1 (fr)

Priority Applications (3)

Application Number Priority Date Filing Date Title
CN202090000796.XU CN218141541U (zh) 2019-08-12 2020-08-11 用于轨道车辆的自动空气联接器
PL20757248.8T PL4013658T3 (pl) 2019-08-12 2020-08-11 Automatyczny sprzęg pneumatyczny dla pojazdu szynowego
EP20757248.8A EP4013658B1 (fr) 2019-08-12 2020-08-11 Raccord d'air automatique pour véhicule ferroviaire

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102019121648.6 2019-08-12
DE102019121648 2019-08-12

Publications (1)

Publication Number Publication Date
WO2021028417A1 true WO2021028417A1 (fr) 2021-02-18

Family

ID=72088068

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/EP2020/072458 WO2021028417A1 (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)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP4180299A1 (fr) * 2021-11-15 2023-05-17 Faiveley Transport Schwab AG Tête d'attelage pour un attelage d'un véhicule ferroviaire

Citations (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

Patent Citations (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

Non-Patent Citations (2)

* Cited by examiner, † Cited by third party
Title
IVG COLBACCHINI: "AIR NF F11-380", 6 October 2015 (2015-10-06), XP055737077, Retrieved from the Internet <URL:https://www.ivgspa.it/REPOSITORY/PDF_INDD/scheda_catalogo/190/air-nf-f-11-380-cat2.pdf?rdm=1336236102020> [retrieved on 20151006] *
SEMPERIT: "FBU", 6 October 2015 (2015-10-06), XP055737072, Retrieved from the Internet <URL:https://www.semperflex.com/uploads/tx_AScatalogsemperit/flexind-lang/FBU_fr.pdf> [retrieved on 20151006] *

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP4180299A1 (fr) * 2021-11-15 2023-05-17 Faiveley Transport Schwab AG Tête d'attelage pour un attelage d'un véhicule ferroviaire

Also Published As

Publication number Publication date
PL4013658T3 (pl) 2024-04-08
CN218141541U (zh) 2022-12-27
HUE064047T2 (hu) 2024-02-28
DE102020121079A1 (de) 2021-02-18
EP4013658A1 (fr) 2022-06-22
EP4013658B1 (fr) 2023-08-30

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