WO2024251643A1 - Tête d'attelage d'un attelage de train automatique - Google Patents

Tête d'attelage d'un attelage de train automatique Download PDF

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Publication number
WO2024251643A1
WO2024251643A1 PCT/EP2024/065158 EP2024065158W WO2024251643A1 WO 2024251643 A1 WO2024251643 A1 WO 2024251643A1 EP 2024065158 W EP2024065158 W EP 2024065158W WO 2024251643 A1 WO2024251643 A1 WO 2024251643A1
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WO
WIPO (PCT)
Prior art keywords
main air
air valve
coupling
coupling head
main
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.)
Ceased
Application number
PCT/EP2024/065158
Other languages
German (de)
English (en)
Inventor
Simeon LANGENBAHN
Martin Schueler
Matthias Arnold
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.)
Voith Patent GmbH
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 EP24731824.9A priority Critical patent/EP4724322A1/fr
Publication of WO2024251643A1 publication Critical patent/WO2024251643A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
    • B61G3/00—Couplings comprising mating parts of similar shape or form which can be coupled without the use of any additional element or elements
    • B61G3/16—Couplings comprising mating parts of similar shape or form which can be coupled without the use of any additional element or elements with coupling heads rigidly connected by rotatable hook plates or discs and balancing links, the coupling members forming a parallelogram, e.g. "Scharfenberg" type
    • 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 a coupling head of an automatic train coupling with an automatically operable, mechanical rotary lock and a main air valve according to the preamble of the independent claims.
  • the air couplings have a valve body in a main air line, wherein the valve body is movable between an open position and a closed position in order to release or close the flow cross-section of the main air line.
  • a valve drive acts on the valve body in order to actuate it.
  • the valve drive comprises a shaft which can be rotated about a rotation axis and which is designed for a rotationally fixed connection to a rail vehicle coupling lock or is formed by a rail vehicle coupling lock and is provided with at least one cam which at least indirectly acts on the valve body in order to actuate it.
  • the actuation of the main air valve is thus rigidly coupled to the rotation of the coupling lock, which is designed as a rotary lock.
  • DE 10 2020 103 375 A1 discloses an automatic air coupling for a rail vehicle with a pinch tube as a valve body and a valve drive which comprises a cam and/or eccentric shaft which can be rotated about a rotation axis and which actuates at least one clamping piece to move it against the pinch tube or the pinch hose.
  • the cam and/or eccentric shaft is designed for a rotationally fixed connection to a rail vehicle coupling lock or is formed by a rail vehicle coupling lock, the coupling lock in turn being designed as a rotary lock.
  • a forced coupling between the rotary lock and the main air valve is also provided here.
  • DE 10 2020 121 087 A1 discloses another forced coupling between the main air valve and the rotary closure of the coupling head.
  • the forced coupling between the rotary lock and the main air valve is now seen as a disadvantage.
  • Greater flexibility in controlling the main air valve and the rotary lock is desirable in order to be able to control the main air valve individually and optimally in different situations, for example when shunting on the level, where the separated part of the train is to be braked and the remaining part of the train is to continue driving without the need for a new increase in pressure in the main air line, when shunting on a hump, where the separated part of the train is not to be braked, when driving or in the event of a coupling break, where the main air line and main air valve must remain open at all times in every situation.
  • the object of the present invention is to decouple the actuation of the main air valve and the automatically actuated, mechanical rotary closure in a coupling head on the one hand, but at the same time to meet safety requirements reliably and cost-effectively.
  • the coupling head of an automatic train coupling comprising an automatically operable, mechanical rotary lock which is Main axis can be rotated between a coupled position and an uncoupled position; a main air valve with which the flow cross-section of a main air line can be optionally blocked in a closed position and released in an open position, wherein a circuit of the main air valve is mechanically coupled to a rotation of the rotary closure; is characterized in that the mechanical coupling of the main air valve to the rotation of the rotary closure can be interrupted or interrupted and optionally established, in particular the mechanical coupling of the main air valve to the rotation of the rotary closure can be interrupted or optionally established when the rotary closure is rotated from the coupled position to the uncoupled position.
  • the solution according to the invention offers a particularly safe switching behavior of the main air valve in a coupling head of a train coupling, taking into account various safety requirements and at the same time avoids the effort of having to provide two completely separate controls and drives for the main air valve and the rotary closure in the coupling head.
  • the main air valve in a coupling head is accidentally closed when the train is moving, thereby blocking the transmission of a brake signal or the air supply to the braking devices.
  • a brake signal or a brake request is passed on in the rail vehicle assembly by a pressure drop in the main air line being passed on from vehicle to vehicle.
  • An accidentally closed main air valve at one point on the main air line, with the exception of the coupling head at the free end of the vehicle assembly, which must be closed would hinder or prevent the spread of compressed air waste or the air supply to the braking devices.
  • the coupling head according to the invention advantageously makes it possible to selectively brake only one part of the train during shunting operations, preferably without the need to reduce the pressure in the main air line of the entire train, as well as to shunt wagons without braking or braking hard, for example on a hump.
  • the coupling head of a traction coupling or for a traction coupling has an automatically actuated, mechanical rotary lock that can be rotated about a main axis between a coupled position and an uncoupled position.
  • the coupling head also has a main air valve with which the flow cross-section of a main air line in the coupling head can be optionally blocked in a closed position and released in an open position. Intermediate positions between a completely closed position and a completely open position could also be set.
  • a circuit of the main air valve is mechanically coupled to a rotation of the rotary closure.
  • the mechanical coupling of the main air valve to the rotation of the rotary closure is interrupted or can optionally be interrupted when the rotary closure is rotated from the coupled position to the uncoupled position.
  • This design makes it possible to open the rotary lock, i.e. to turn it from the coupled position to the uncoupled position, without the main air valve in the coupling head being closed, for example against a spring force.
  • the desired decoupling between the rotary lock and the main air valve is achieved.
  • the main air valve is either held in the open position or, if it was in the closed position, switched to the open position. This prevents the main air line from being closed when the coupling head is coupled.
  • the rotary lock has a core that can be rotated about the main axis with a hinged coupling eyelet and a mouth for receiving a coupling eyelet of an opposite coupling head. This makes it possible to achieve the mechanical rotary lock of a Scharfenberg coupling.
  • the main air valve preferably has a valve body that can be alternately displaced in a translational manner to block and release the flow cross-section of the main air line. This makes it possible to achieve a particularly easy coupling of the main air valve to the rotary closure to the desired extent.
  • a driver is provided that can be rotated about the main axis and that, in a mechanical operative connection, at least indirectly engages the main air valve, in particular its valve body, in order to move it from the open position to the closed position.
  • An actuator is also provided in order to selectively or controlledly establish or cancel the mechanical operative connection. Controlled here means by active actuation of the actuator.
  • the actuator is designed to establish and/or interrupt a rotationally fixed connection between the driver and the rotary closure, in particular a main bolt that can be rotated about the main axis and to which the core is connected in a rotationally fixed manner, in a controlled manner, in particular against a spring force.
  • a rotationally fixed connection between the driver and the rotary closure in particular a main bolt that can be rotated about the main axis and to which the core is connected in a rotationally fixed manner, in a controlled manner, in particular against a spring force.
  • a push rod is connected to the driver or to the main air valve, in particular the valve body, which can be brought into a mechanical operative connection with the actuator with the other component - main air valve or driver - depending on whether it is connected to the driver or the main air valve.
  • the push rod is connected in an articulated manner to the main air valve, in particular the valve body, and comprises a claw which can be hooked onto the actuator, in particular against the spring force, via the driver in order to establish the mechanical coupling of the main air valve to the rotation of the rotary closure.
  • the coupling head of an automatic traction coupling or for an automatic traction coupling comprises an automatically actuated, mechanical rotary lock which can be rotated about a main axis between a coupled position and an uncoupled position, as well as a main air valve with which the flow cross-section of a main air line can be optionally locked in a closed position and released in an open position.
  • the switching of the main air valve in the coupled position of the rotary lock can either a) be independent of a rotation of the rotary lock, b) only take place together with a switching of the rotary lock or c) alternatively completely prevent the main air valve from being actuated in the switching direction 'close'.
  • Switching the main air valve from the closed position to the open position in the uncoupled position of the rotary lock is mechanically blocked in a releasable manner. This means that the mechanical blockage can be removed in a targeted or controlled manner.
  • a switching of the main air valve from the open position to the closed position is releasably mechanically blocked in the coupled position of the rotary lock.
  • the rotary lock preferably also has a core piece that can be rotated about the main axis, with a hinged coupling eyelet and a mouth for receiving a coupling eyelet of an opposite coupling head. This makes it possible to achieve the mechanical rotary lock of a Scharfenberg coupling.
  • the main air valve preferably has a valve body that can be alternately displaced in a translational manner to block and release the flow cross-section of the main air line.
  • a driver that can be rotated about the main axis is provided, as well as a spring-loaded locking body that can be moved between a locking position and a release position, in particular can be displaced translationally.
  • the locking body blocks the switching of the main air valve (depending on the design, from the open position to the closed position or vice versa), in particular the switching of the main air valve by translational displacement of the valve body.
  • the locking body In the release position, however, the locking body enables this switching or the translational displacement of the valve body.
  • the driver engages at least indirectly on the locking body in order to move it from the locking position to the release position when the rotary lock is turned from the uncoupled position to the coupled position. This allows the main air valve to open automatically when the rotary lock is locked, which in turn prevents the main air valve from being accidentally closed when the traction coupling is coupled.
  • the locking body can be actuated automatically by remote control and/or manually against the spring force in order to move it from the locking position to the release position when the rotary lock is in the uncoupled position.
  • the main air valve of the coupling head can also be opened or closed when the rotary lock is in the uncoupled position by an additional actuation.
  • the main air valve can preferably be controlled remotely, for example from the driver's cab.
  • a control device is provided, as well as a drive which is connected to the control device and the main air valve for switching the main air valve, wherein the control device is connected to a manually operable input device, for example in the driver's cab, for Remote control of the main air valve and the opening of the main air valve is blocked by switching conditions stored in the control device until the main air line is sealed from the environment.
  • the main air valve according to the present invention comprises a spring accumulator which applies a spring force for switching the main air valve from the closed position to the open position, wherein the main air valve can only be switched to the closed position against the spring force. This provides additional security that the main air valve is not inadvertently in the closed position.
  • Figure 1 shows a first embodiment of a coupling head according to the invention
  • Figure 2a shows a second embodiment of a coupling head according to the invention with interrupted mechanical coupling between the main air valve and the rotary closure;
  • Figure 2b shows the coupling head from Figure 2a in the coupled state with mechanical coupling between the main air valve and the rotary closure
  • Figure 2c shows the coupling head from Figure 2a in the uncoupled state with mechanical coupling of the main air valve and the rotary closure
  • Figure 3a shows a further embodiment of a coupling head according to the invention in the coupled state
  • Figure 3b shows the coupling head from Figure 3a in the uncoupled state; after the HL valve has also been closed and locked in the closed position.
  • Figure 4a shows a coupling head with a twist lock in the coupled state
  • Figure 4b shows the coupling head from Figure 4a in the uncoupled state.
  • Figure 1 shows an embodiment of a coupling head according to the invention with a rotary closure 1 and a main air valve 2 based on a section thereof.
  • the rotary closure 1 has a main bolt 11 which can be rotated about a main axis 10. The rotation can be carried out remotely, via a drive not shown in detail.
  • the rotary fastener 1 has in particular a core 4 which can be rotated about the main axis 10 and has a mouth 6 and a hinged coupling eyelet 5.
  • the core 4 and the coupling eyelet are only indicated schematically in dashed lines in Figure 1.
  • An embodiment of such a rotary fastener 1 is shown in Figures 4a, 4b.
  • Figures 4a, 4b show two interlocking coupling heads which are designed as Scharfenberg couplings, each with a core 4 to which a coupling eyelet 5 is hingedly connected.
  • Each core 4 also has a mouth 6 to receive the free end of the coupling eyelet 5 of the other coupling head.
  • Figure 4a shows the coupled state of the two coupling heads, in which the frogs 4 have received the free ends of the coupling eyes 5 and have been rotated in such a way that the two coupling heads are locked together in a tension-resistant manner via the frogs 4 and the coupling eyes 5.
  • Figure 4b shows the uncoupled position, which can also be referred to as the position ready for coupling. In this position, the coupling eyes 5 can be removed from the mouths 6 of the frogs 4.
  • the coupled position and the uncoupled position thus differ from each other by the rotational position of the frog pieces 4.
  • a driver 8 that can be rotated about the main axis 10 is mounted on the main bolt 11.
  • the driver 8 can optionally be switched into a rotationally fixed connection with the main bolt 11 via an actuator 9.
  • the actuator 9 is designed as a plug-in bolt 12. In the position shown in Figure 1, the plug-in bolt 12 passes through the annular section of the driver 8, with which it encloses the main bolt 11, and engages in the main bolt 11. This creates the rotationally fixed connection between the driver 8 and the main bolt 11.
  • the plug pin 12 is spring-loaded in the sense of being pulled out of the hole in the main pin 11. If the actuator 9 is therefore not activated, it releases the rotationally fixed connection between the driver 8 and the main pin 11, so that the driver 8 can rotate about the main axis 10 relative to the main pin 11. If the main pin 11 is rotated about the main axis 10 in this state, the driver 8 remains in its position and is not driven by the main pin 11.
  • the plug pin 12 establishes the rotationally fixed connection between the main pin 11 and the driver 8, then turning the main pin 11 from the coupled position of the rotary closure 1 shown in Figure 1 into the uncoupled position, which in the embodiment, but do not force it to be offset clockwise from the coupled position, so that the driver 8 is rotated together with the main bolt 11 and in the process moves the valve body 7 of the main air valve 2 from the open position shown into the closed position of the main air valve 2, namely against the force of the spring accumulator 16, which is designed here as a compression spring.
  • the main bolt If, with an existing rotationally fixed connection between the driver 8 and the main bolt 11, the main bolt is rotated back from the uncoupled position into the coupled position, it takes the driver 8 with it in an anti-clockwise direction so that the driver 8 releases the valve body 7 again and the valve body 7 is displaced by the force of the spring accumulator 16 in order to switch the main air valve 2 into the open position.
  • a separate drive can be provided for the main air valve 2, with which it can be actively moved into the closed position, even if it is not actuated via the driver 8.
  • This separate drive can be connected to a corresponding control device. A corresponding embodiment will be explained later with reference to Figures 3a, 3b.
  • FIGS 2a to 2c show a further embodiment of a coupling head according to the invention, with the corresponding components being designated with the same reference numerals. In this respect, a repetition of the description of the identical components can be dispensed with.
  • the possible design of the rotary closure 1 is also not shown in detail. This can in turn be designed as shown in Figures 4a, 4b and previously described.
  • the mechanical operative connection between the driver 8, which is always arranged in a rotationally fixed manner on the main bolt 11, and the valve body 7 is established via a push rod 13, which is connected in an articulated manner to the main air valve 2, here an extension of the valve body 7, and has a claw 14 at the other end, which can be actively pushed onto the driver 8 against a spring force.
  • a schematically shown actuator 9 is provided, which pushes the push rod 13 with the claw 14 onto the driver 8 against the spring force.
  • the rotary fastener 1 is shown in both the coupled and uncoupled positions.
  • the uncoupled position is again rotated clockwise compared to the coupled position, but this is not mandatory.
  • the rotary fastener 1 can again be designed with a core 4, coupling eyelet 5 and mouth 6, as shown in Figures 4a, 4b.
  • the main air valve 2 is switched to the open position or held in the open position when the rotary closure 1 is mechanically coupled, unless a separate drive is provided.
  • a separate drive can be provided in order to close the main air valve 2 even when the rotary closure 1 is in the uncoupled position.
  • the main air valve 2 can be switched into the open position and the closed position in the coupled position of the rotary closure 1, which is shown in Figure 3a, independently of the rotary closure 1 or a rotation of the rotary closure 1.
  • the driver 8 on the main bolt 11 holds a locking body 15 in a release position against a spring force.
  • the valve body 7 can be switched from the open position to the closed position by means of a drive 18 against the force of the spring accumulator 16.
  • a control device 17 is provided for controlling the drive 18, which is connected, for example, to an input device 19 arranged in a driver's cab (not shown in detail), so that a vehicle driver can open the main air valve 2 via the input device 19 and
  • Such a drive 18 with control device 17 and input device 19 can also be provided in the embodiments according to Figures 1 and 2a to 2c.
  • the rotary closure 1 is again designed, for example, as shown in Figures 4a, 4b and can preferably also be remotely controlled by the vehicle driver, as in the other embodiments.
  • the locking body 15 can additionally be actuated manually or automatically by means of an actuator, which is shown in Figure 3b as an example in dashed line, in order to move the locking body 15 in the uncoupled position of the rotary closure 1 from the locking position to the release position, the main air valve 2 can also be opened in the uncoupled position of the rotary closure 1.
  • a change in the position of the rotary closure 1 from the coupled to the uncoupled position only leads to a closing of the main air valve 2 if, in addition, a functional connection has been established between the rotary closure 1 and the valve body 7, for example via an actuator 9.
  • the system can be designed in such a way that closing of the main air valve 2 in the coupled position of the rotary closure 1 by forced guidance is not possible at all (for example by appropriate design of a claw 14 with a displaced return arm as shown in Fig. 2a) or only takes place under further conditions that must be met (for example by required control of a drive 18 as shown by way of example in Fig. 3a).

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Preventing Unauthorised Actuation Of Valves (AREA)

Abstract

L'invention concerne une tête d'attelage d'un attelage de train automatique avec un élément de fermeture rotatif mécanique actionnable automatiquement qui peut tourner autour d'un axe principal entre une position attelée et une position désattelée ; avec un clapet d'air principal avec lequel la section transversale d'écoulement d'une conduite d'air principale peut être sélectivement bloquée dans une position fermée et débloquée dans une position ouverte, la commutation du clapet d'air principal étant mécaniquement couplée à une rotation de l'élément de fermeture rotatif. La tête d'attelage selon l'invention est caractérisée en ce que l'attelage mécanique du clapet d'air principal à la rotation de l'élément de fermeture rotatif est déconnecté ou peut facultativement être déconnecté lorsque l'élément de fermeture rotatif est tourné de la position attelée à la position désattelée.
PCT/EP2024/065158 2023-06-06 2024-06-03 Tête d'attelage d'un attelage de train automatique Ceased WO2024251643A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
EP24731824.9A EP4724322A1 (fr) 2023-06-06 2024-06-03 Tête d'attelage d'un attelage de train automatique

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102023114837.0 2023-06-06
DE102023114837.0A DE102023114837A1 (de) 2023-06-06 2023-06-06 Kupplungskopf einer automatischen Zugkupplung

Publications (1)

Publication Number Publication Date
WO2024251643A1 true WO2024251643A1 (fr) 2024-12-12

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Application Number Title Priority Date Filing Date
PCT/EP2024/065158 Ceased WO2024251643A1 (fr) 2023-06-06 2024-06-03 Tête d'attelage d'un attelage de train automatique

Country Status (3)

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EP (1) EP4724322A1 (fr)
DE (1) DE102023114837A1 (fr)
WO (1) WO2024251643A1 (fr)

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP4707115A1 (fr) * 2024-09-09 2026-03-11 Faiveley Transport Schwab AG Accouplement pour un véhicule ferroviaire et procédé de commande de l'actionnement de l'accouplement

Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE1231744B (de) * 1962-09-27 1967-01-05 Bautzen Waggonbau Veb Betaetigungsvorrichtung fuer die Ventile von Rohrleitungskupplungen an selbsttaetigen Fahrzeugkupplungen
DE102020121079A1 (de) 2019-08-12 2021-02-18 Voith Patent Gmbh Automatische Luftkupplung für ein Schienenfahrzeug
DE102019121649A1 (de) 2019-08-12 2021-02-18 Voith Patent Gmbh Automatische Luftkupplung für ein Schienenfahrzeug
DE102020121087A1 (de) 2019-08-20 2021-02-25 Voith Patent Gmbh Automatische Luftkupplung für ein Schienenfahrzeug und Verfahren zum Kuppeln von automatischen Luftkupplungen von Schienenfahrzeugen
DE102020103375A1 (de) 2020-02-11 2021-08-12 Voith Patent Gmbh Automatische Luftkupplung für ein Schienenfahrzeug
EP4180299A1 (fr) * 2021-11-15 2023-05-17 Faiveley Transport Schwab AG Tête d'attelage pour un attelage d'un véhicule ferroviaire

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE1231744B (de) * 1962-09-27 1967-01-05 Bautzen Waggonbau Veb Betaetigungsvorrichtung fuer die Ventile von Rohrleitungskupplungen an selbsttaetigen Fahrzeugkupplungen
DE102020121079A1 (de) 2019-08-12 2021-02-18 Voith Patent Gmbh Automatische Luftkupplung für ein Schienenfahrzeug
DE102019121649A1 (de) 2019-08-12 2021-02-18 Voith Patent Gmbh Automatische Luftkupplung für ein Schienenfahrzeug
DE102020121087A1 (de) 2019-08-20 2021-02-25 Voith Patent Gmbh Automatische Luftkupplung für ein Schienenfahrzeug und Verfahren zum Kuppeln von automatischen Luftkupplungen von Schienenfahrzeugen
DE102020103375A1 (de) 2020-02-11 2021-08-12 Voith Patent Gmbh Automatische Luftkupplung für ein Schienenfahrzeug
EP4180299A1 (fr) * 2021-11-15 2023-05-17 Faiveley Transport Schwab AG Tête d'attelage pour un attelage d'un véhicule ferroviaire

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Publication number Publication date
EP4724322A1 (fr) 2026-04-15
DE102023114837A1 (de) 2024-12-12

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