COMPRESSED AIR SUPPLY ARRANGEMENT FOR A TRAIN ASSEMBLY

Description

Technical area

[0001] The invention relates to a compressed air supply arrangement for a train assembly. State of the art

[0002] In rail vehicles, various systems can be operated with compressed air. The most common use of compressed air is in braking systems, which, even in modern vehicles, are still usually equipped with compressed air-operated actuators. Other systems, such as door drives, pantograph or conductor rail drives, automatic couplings, coupling covers, etc., are increasingly being replaced by electric drives, as these are generally smaller, lighter, and easier to control. However, the compressed air supply still represents an essential and safety-relevant component of rail vehicles. In locomotive-hauled trains, the compressed air supply is located in the locomotive and is routed along the entire length of the train via a so-called main air line, main reservoir line, or main brake line.This line is installed as a permanently installed steel pipe in each individual car, with the lines connecting the cars to each other and to the locomotive being designed as flexible lines. High-quality hoses are used as flexible lines, making failure during maintenance intervals unlikely, but naturally not impossible. If such a flexible line fails, the braking system of the entire train is disabled. Multiple units or subway trains often have more than one air compressor, distributed throughout the length of the train in different cars. In this way, a compressor failure can be compensated for, allowing service to continue for the time being, which is particularly important on local routes with a dense timetable.However, if a flexible line between individual cars fails in trains equipped with multiple compressors, the entire braking system is also rendered inoperative. It is possible to provide a redundant hose line so that in the event of damage, the second line can be switched over. Such a redundant hose line is described, for example, in document WO 2017 / 167592 A1. However, this solution is complex and requires a lot of space. Description of the invention

[0003] The invention is therefore based on the objective of providing a compressed air supply arrangement for a train consist in which a failure of the flexible compressed air lines between individual cars does not lead to a total failure of the train consist.

[0004] The problem is solved by a compressed air supply arrangement with the features of claim 1. Advantageous embodiments are the subject of dependent claims.

[0005] According to the basic idea of ​​the invention, a compressed air supply arrangement for a train assembly comprising a plurality of rail vehicle carriages coupled to one another is described, wherein at least two compressed air sources are provided which feed a compressed air line running through the entire train assembly, wherein in rail vehicle carriages with compressed air consumers, on the carriage side in front of the coupling points of the compressed air line to flexible line sections connecting the rail vehicle carriages, a flow limiting valve with a throttle arranged in parallel is provided which blocks in the direction of the associated coupling point.

[0006] A flow limiting valve allows the flow of compressed air in both directions, but the valve closes if the volume flow in one of the two directions is exceeded.

[0007] This offers the advantage of ensuring that all compressed air consumers can continue to be supplied with compressed air even if a flexible compressed air line between two cars fails. In the event of a fault, i.e., a failure of a flexible compressed air line, there is no uncontrolled escape of compressed air from the line running through the entire train consist. Flow-limiting valves located at the coupling points to the affected flexible line section close the valves and prevent the uncontrolled escape of compressed air. However, the throttles connected in parallel to the flow-limiting valves allow compressed air to escape into the atmosphere; the compressed air loss is so small that the compressed air sources can easily compensate for it.

[0008] In the event of a break or other failure of a flexible pipe section, the assembly is, according to the invention, divided into two sections, each supplied by a compressed air source. Both compressed air sources also compensate for the loss of compressed air at the point of failure via a throttle valve.

[0009] It is particularly advantageous to locate the at least two compressed air sources in the end cars of the train consist, so that in the event of a fault in any flexible section of the compressed air line running through the train consist, the compressed air consumers continue to be supplied. If the compressed air sources are not located in the end cars, faults in flexible sections between the cars equipped with compressed air sources and the end cars would not be compensated for.

[0010] For longer train compositions, it is advantageous to provide additional compressed air sources in intermediate cars besides the compressed air sources in the end cars, so that the distances to a fault location are shorter and the compensation of the compressed air loss is faster.

[0011] Since compressed air in modern vehicles is primarily used for brake actuation and, if applicable, air suspension, usually only one compressed air source in a train set is continuously switched on during operation. The additional compressed air sources are advantageously only activated when the air pressure in the compressed air line drops below a certain minimum pressure. This reduces the energy consumption of the compressed air supply. In certain operating conditions, such as when the entire compressed air system is being filled or in the event of a fault in a flexible section of the compressed air line, the additional compressed air sources are activated. This is advantageously achieved using pressure switches on the compressed air line in the immediate vicinity of the respective compressed air source or using pressure sensors and an associated control unit.

[0012] Certain train configurations feature intermediate cars that do not have compressed air consumers. For example, subways often use so-called sedan cars, which do not have a running gear and are supported by the adjacent cars. The absence of a running gear also eliminates the need for an air-operated brake, so the sedan car has no compressed air consumers. Other typical compressed air consumers, such as pantograph drives, are therefore also eliminated, and door drives on modern vehicles are almost exclusively equipped with electric drives. In such an intermediate car without compressed air consumers, the flow limiting valves and the throttles connected in parallel to the flow limiting valves can therefore advantageously be omitted.If a fault occurs in a flexible section of a compressed air line at a coupling point between a car with compressed air consumers and a car without compressed air consumers, the entire compressed air line in the car without compressed air consumers will be vented. This has no consequences due to the lack of compressed air consumers. In this way, cars without compressed air consumers can be manufactured more simply and cost-effectively, as no components not required for continued operation of the train in the event of a fault are installed. Brief description of the drawings

[0013] Examples include: Fig.1 Train composition. Fig.2 Center car. Fig.3 End car. Fig.4 Train composition with intermediate car without compressed air consumers. Implementation of the invention

[0014] Fig.1Figure 1 shows a simplified, schematic pneumatic circuit diagram of a train consist. It depicts a train consisting of two end cars 1, 3 and one intermediate car 2, in which a compressed air line 7 runs through all the cars. Flexible sections 8 are arranged at the connection points between the cars. Each of the cars 1, 2, 3 has a compressed air consumer 6, for example, a pneumatically operated braking system. A compressed air source 4, 5 is provided in each of the end cars 1, 3, which feeds compressed air into the compressed air line 7. A hose rupture protection device 9 is arranged at all connection points of the compressed air line 7 to a flexible section 8 of the compressed air line 7. This device comprises a flow-limiting valve with a parallel throttle, which closes in the direction of the respective connection points.The construction of the hose rupture protection device 9 is shown in detail in the following figures.

[0015] Fig.2 This shows a simplified, schematic pneumatic circuit diagram of a center car. It is a center car 2 from Fig.1 The diagram shows a compressed air consumer 6, which is supplied with compressed air from the compressed air line 7. A coupling point 10 of the compressed air line 7 is arranged at each end of the car, to which flexible line sections 8 are connected for connection to other cars. The intermediate car 2 is equipped with two hose rupture safety devices 9 in the compressed air line 7, each arranged at the end face of the compressed air line 7. The hose rupture safety devices 9 each comprise a flow limiting valve 11, which closes in the direction of the associated coupling point 10, with a throttle 12 arranged in parallel. If, for example, the hose rupture safety device 9 fails, the hose rupture safety device 9 will be able to close the compressed air consumer 6. Fig.2The flexible line 8 shown on the left was closed by the associated (left) flow limiting valve 11 due to the pressure drop at the (left) coupling point 10. Compressed air can escape to the atmosphere via the (left) throttle 12, but this flow rate is so small that it can easily be replaced from the compressed air source. The compressed air consumer 6 of the intermediate car 2 therefore continues to be supplied.

[0016] Fig.3 This shows, as an example and schematic, a simplified pneumatic circuit diagram of an end carriage. It is an end carriage 1 from Fig.1 The figure shows a compressed air consumer 6, which is supplied with compressed air from the compressed air line 7. The compressed air line 7 is fed from a first compressed air source 4, which is also located in the end carriage. Furthermore, the end carriage 1 includes a hose rupture safety device 9, which is similar to that of the one described in Fig.2The intermediate car 2 shown is constructed as follows. A flow limiting valve 11, which blocks in the direction of the associated coupling point 10, is arranged parallel to a throttle 12 in the course of the compressed air line 7.

[0017] Fig.4Figure 1 shows a simplified, schematic pneumatic circuit diagram of a train consist with intermediate cars without compressed air consumers. It depicts an intermediate car 13 without compressed air consumers, such as a bogie-less, sedan-style car. The bogie-less intermediate car 13 is supported by the adjacent intermediate cars 2. Without compressed air consumers, a simple routing of the compressed air line 7 is sufficient, and hose rupture protection devices can be omitted. In the event of a fault in one of the two flexible line sections 8 or in the compressed air line 7 in intermediate car 13, the hose rupture protection devices 9 of the adjacent intermediate cars 2 assume the protective function. It is also possible to include secondary compressed air consumers in intermediate car 13, the failure of which has no impact on train operation. List of names

[0018] 1 First end car 2 Intermediate car 3 Second end car 4 First compressed air source 5 Second compressed air source 6 Compressed air consumer 7 Compressed air line 8 Flexible line section 9 Hose rupture protection 10 Coupling point 11 Flow limiting valve 12 Throttle 13 Intermediate car without compressed air consumer

Claims

1. Compressed-air supply arrangement for a train assembly composed of a plurality of rail vehicle cars (1, 2, 3) coupled to one another, including several with compressed-air consumers (6), comprising at least two compressed-air sources (4, 5) and a compressed-air line (7) suitable for running through the entire train assembly, wherein the compressed-air line (7) is provided with flexible line sections (8) for connecting the rail vehicle cars (1, 2, 3) and is connected to these flexible line sections (8) via coupling points (10), wherein the at least two compressed-air sources (4, 5) feed the compressed-air line (7), characterized in that in the compressed-air lines (7) provided for rail vehicle cars having compressed-air consumers (6) in each case, a flow limiting valve (11) blocking in the direction of the associated coupling point (10) and having a restrictor (12) respectively arranged in parallel is provided on the car before the coupling points (10) of the compressed-air line (7) to flexible line sections (8) connecting the rail vehicle cars (1, 2, 3).

2. Compressed-air supply arrangement for a train assembly according to Claim 1, characterized in that the at least two compressed-air sources (4, 5) are each intended to be arranged in an end car (1, 3) of the train assembly.

3. Compressed-air supply arrangement for a train assembly according to Claim 1 or 2, characterized in that one of the compressed-air sources (4, 5) is switched on continuously during driving operation, and the other compressed-air source is switched on if the air pressure in the compressed-air line (7) drops below a specific minimum pressure.