Coupling head for a coupling of a rail vehicle

Abstract

A coupling head (10) for a rail vehicle coupling is provided with a housing (11) forming a contact surface (15) at the front, an air coupling (20, 40), and at least one air line (16). This air coupling (20, 40) is provided with a flow opening (21) extending to the contact surface (15), a valve element (25, 45) opening and closing the air line (16) therein, and a plunger (26, 46) with a movable adjusting element. When closing, the plunger (26, 46) can be pressed against a stop (30, 50) by the adjusting element; when opening, it can be moved back, thus opening the air line (16) leading transversely into the flow opening (21). This design of the air coupling allows for a very fast, standards-compliant rate of air flow when closing or opening the valve.

Description

[0001] The invention relates to a coupling head for a coupling of a rail vehicle according to the features of the preamble of claim 1.

[0002] In a known central buffer coupling for rail vehicles according to EP-A-1 800 987, a coupling head is provided with a pneumatic brake line and / or a supply line, which is provided with a closure member for closing or opening the respective line. This line is provided with a sealing body having a sealing surface on the end face in the area of ​​the coupling plane. This sealing body has a passage opening in which a sealing element is arranged. In the operative position, a closure part of the closure member is sealingly applied to this sealing element, and the line is closed.This closure element 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. After coupling, it is released by the mechanical actuating element, so that it can be moved into the open position by the pressure prevailing in the line and the spring force. However, with this arrangement of the closure element in the passage opening, the flow cross-section for the compressed air flowing through is limited in the open position because the closure part and the spring surrounding it are located in the passage opening.

[0003] Document WO 2021 / 028417 discloses an automatic air coupling for a rail vehicle, comprising a nozzle for coupling the air coupling to a mating air coupling, which is provided with a compressed air nozzle for connecting the air coupling to a rail vehicle compressed air system. The air coupling comprises a flow channel, a valve arranged therein, comprising a valve body and a valve seat. The valve body is movable between an open position and a closed position. A free flow cross-section for the compressed air through the nozzle, the flow channel, the valve in the open position of the valve body, and the compressed air nozzle has a minimum width of 20 millimeters, wherein the free flow cross-section is at least substantially circular.

[0004] The present invention, based on this generic central buffer coupling, is based on the object of improving a coupling head or the air coupling in such a way that, with a simple, robust construction, an optimal flow of compressed air is achieved in the coupled state of the coupling and thus a rapid switching, for example, from released to applied brakes or from other consumers is made possible.

[0005] This object is achieved according to the invention by the features of claim 1.

[0006] When closing, the plunger of the valve element of the air coupling is pressed against a stop by the adjusting means, or when opening, it is moved back, thus fully opening the air line leading transversely into the flow opening.

[0007] With this inventive design of the air coupling, a very fast breakthrough speed of the air flow can be achieved when closing or opening the valve, which meets the standards.

[0008] According to the invention, an inlet opening, which opens transversely into the flow opening, and the plunger are positioned relative to each other such that the plunger's front side is approximately flush with the rear outer side of the air line in the open position, while in the closed position it is approximately flush with the front outer side of the inlet opening of the air line. The stop is accordingly positioned on this front outer side. This, in particular, enables the rapid closing of the valve element from full flow to zero flow without any problems.

[0009] The adjustment means for the tappet of the valve body are advantageously implemented by a cam disc or a crank drive which interact with it.

[0010] The invention and further advantages thereof are explained in more detail below using exemplary embodiments with reference to the drawing. It shows: Fig. 1 a perspective side view of a coupling head with a longitudinal section of an air coupling according to the invention; Fig. 2 a view from above with a longitudinal section of the air coupling with the valve member in the open position according to Fig. 1 ; Fig. 3 a longitudinal section Fig. 2 only the air coupling without housing with the valve member in the closed position; Fig. 4 a partial perspective view with a longitudinal section of a variant of an air coupling according to the invention and a valve member; Fig. 5 a longitudinal section according to Fig. 4 only the air coupling without housing with the valve member in the closed position; Fig. 6 a perspective side view of a variant of a coupling head; and Fig. 7 a partial perspective view with a longitudinal section of a variant of an air coupling according to the invention and a valve member of the coupling head according to Fig. 6 .

[0011] Fig. 1 und Fig. 2 show a coupling head 10 of a coupling for a rail vehicle, which may be a freight or passenger car, a locomotive, or other vehicles. Not all details of the coupling head 10 are explained below, but primarily only those related to the invention.

[0012] This coupling head 10 comprises a single- or multi-part housing 11 with a front wall 14 forming a butt surface 15 for flat support of a similar butt surface of a coupling head to be coupled on another rail vehicle. Such a coupling head is designed identically to the coupling head 10 shown, but is 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, which can be fixed to a drawbar or similar element of a coupling device, which is preferably hinged to a vehicle body. In addition, a guide element 13 can be arranged for pre-centering the coupling head to be connected. Instead of a connecting flange 12, a screw thread or a permanent, fixed connection to a coupling element on the freight car could also be provided.

[0013] A locking and unlocking mechanism 35 is integrated into the housing 11. This mechanism comprises a lever system with interacting, adjustable and pivotable levers, which are not explained in detail below. Among other things, a protruding, adjustable latch 36 for locking and unlocking is illustrated, which projects through a flange 37 at the abutting surface 15 and on which a projection 37' of the flange 37 is arranged laterally as a centering aid. Furthermore, a round recess 28 is provided next to this flange, which is intended to accommodate a flange of the coupling head to be coupled, from which such a latch can be inserted into this recess 28 for locking.

[0014] A main air line 16, 16' and a main reservoir air line 17, 17' are illustrated, which run from the rail vehicle to the housing 11 and up to the impact surface 15 and can be connected to lines of the coupled coupling head. This main air line 16, with an applied operating pressure, actuates the brakes of the rail vehicles. For safety reasons, this is set so that the brakes are released when an operating pressure is present, whereas the brakes are applied in the event of a pressure drop due to a malfunction.

[0015] An air coupling 20 with a valve member 25 that opens and closes the main air line 16 is mounted above the housing 11. Within the scope of the invention, this air coupling 20 with an actuating member is designed as a single unit that could also be mounted below or to the side of the housing 11.

[0016] This valve member 25 consists of a tappet 26 which is axially adjustable in a flow opening 21, an adjusting means 27 which is movable therein, a holder 29, a pivoting lever 28 which is pivotably mounted therein and a spiral spring 31 which is operatively connected to the latter.

[0017] The pivot lever 28, designed as a manual actuating device and located at the rear above the housing 11, is easily accessible to the operator. Depending on the requirements, a cable pull, a controllable electric or pneumatic rotary or piston drive, or similar could be used as the actuating device instead of or in addition to the pivot lever 28.

[0018] A cylindrical sleeve 22 forming the flow opening 21 can be inserted into the housing 11 from the front at the abutting surface 15 and mounted therein. The plunger 26 is axially guided in this cylindrical sleeve 22, a transverse inlet opening 32 for the air line 16 is provided, and a sealing ring 23 extending to the abutting surface 15 is mounted on the front side with limited axial adjustment.

[0019] For this purpose, this sealing ring 23 is advantageously pressed forward toward the abutting surface 15 by a spring member 24 in the uncoupled state and is held there by a sealing member 19 as a stop, wherein the spring member 24 is supported, for example, as a compression spring at a shoulder 22' in the cylinder sleeve 22. This ensures perfect sealing when the coupling heads are coupled, because this sealing ring 23 is then pressed with its front surface 23' against the sealing ring of the other coupling head with sufficient force, thus compensating for tolerances between them.

[0020] According to the invention, the plunger 26 can be pressed against a stop 30 by the adjusting means 27 during closing. During opening, it is pushed back by the air pressure, thus fully opening the inlet opening 32 of the air line 16, which leads transversely into the flow opening 21', in a fraction of a second. The stop 30 is formed by an annular shoulder with a through-bore 30' projecting into the flow opening 21'.

[0021] According to Fig. 2 This inlet opening 32, indicated by dash-dotted lines, which opens transversely into the flow opening 21, is advantageously positioned such that the tappet 26 with its front side 26' is approximately flush with the rear outer side 32" in the open position of the air line 16, but in the closed position it is approximately flush with the front outer side 32' of the inlet opening 32 of the air line 16. The stop 30 is correspondingly positioned on this front outer side 32'. This enables the rapid closing of the valve member 25 from full flow to zero and there is practically no dead movement of the tappet 26.

[0022] The plunger 26 is movable by a cam disc 27 acting on its rear side 26" as an adjustment means and it is constantly pressed against the cam disc 27 in the holder 29 on its front side 26' by the prevailing air pressure in the air line 16. This eliminates the need for a spring element or the like acting on the plunger 26.

[0023] Conveniently, the front side 26' of the plunger 26 is provided with a mushroom-shaped or similarly shaped front part 33, which is dimensioned with a smaller outer diameter than that of the plunger guided in the cylinder sleeve 22. Furthermore, the flow opening 21 is slightly enlarged in diameter in front of the stop 30. This generates a sufficient pressure force of the air pressure against the plunger 26 in the direction of the cam disc 27, even in the closed position, ensuring that the plunger is pressed against the cam disc even when the opening is initiated.

[0024] The plunger 26 is dome-shaped at its rear side 26" and the cam disc 27 is designed with a curved shape 27' such that the plunger 26 is pushed back by the compressed air when the cam disc 27 is rotated by means of the pivot lever 28 against the stop 30 or in the position shown. The pivot lever 28, which is pivotally mounted in the holder 29, is automatically rotated by the spiral spring 31 operatively connected to it such that the plunger 26 is moved into the closed position when the pressure in the air line 16 drops.

[0025] In Fig. 3 the valve member 25 is separated from the air coupling 20 in contrast to Fig. 2 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. In this closed position, 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 in which the air pressure is present. The plunger 26 is pushed into this position by the cam disc 27, with the curved shape 27' in contact with its rear side 26" extending obliquely outwards from the center and being terminated by a radius 27". This allows the plunger to be pushed from the open to the closed position with a slight rotation of the cam disc 27. This curved shape or the domed shape can of course also be designed differently. Furthermore, a flange 39 is provided on the front side of the cylinder sleeve 22 for fastening the same in the housing 11.

[0026] It can also be seen that the 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 relative to the abutment surface 15 and is held by the sealing member 19 as a stop.

[0027] Fig. 4 und Fig. 5 show a variant of a valve member 45 of an air coupling 40, which is in itself the same as that according to Fig. 1 and therefore the same reference numerals are used for the same components. Only the differences are explained below. This valve member 45 has an axially adjustable tappet 46, an adjusting means movable thereon, the holder 29, the pivoting lever 28 pivotably mounted therein, and the spiral spring 31 operatively connected to the latter.

[0028] According to the invention, 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, while being retractable by the crank drive 47 upon opening, thus opening the air line (not shown in detail) leading transversely into the flow opening 21 with the inlet opening 43 in the cylinder sleeve 42. The stop 50 is formed by an annular shoulder projecting into the flow opening 21 with a through-bore 50'.

[0029] The tappet 46 is very advantageously positioned towards the inlet opening 43 in such a way that its front side 46' in the open position is almost flush with the rear outer side 43", whereas in the closed position it is almost flush with the front outer side 43' of the inlet opening 43 of the air line 16. The stop 50 is accordingly positioned at this front outer side 43'. This tappet 46 is piston-shaped, but it could also be provided with a front part like the one according to Fig. 3 be provided.

[0030] 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 which is held eccentrically in the turntable 49 and at the other end to the tappet 46 by a ball joint 41.

[0031] In Fig. 5 the valve member 45 is shown in the closed position, in which the tappet 46 is pressed against the stop 50 by the connecting rod 44 with a specific contact force. When opened, the rotary disk 49 rotates counterclockwise, in which the pivot bearing 48 is movable approximately from a lateral to a rear pivot position 48' (figure 1) and the connecting rod 44 is moved from the oblique position shown to a position running in the axial direction of the flow opening 21. For this purpose, a conical recess 51 is provided on the rear side of the tappet 46 for the deflection of the connecting rod 44. The degree of eccentricity of the pivot bearing 48 on the rotary disk 49 is selected such that the connecting rod 44, in the closed position shown, is aligned approximately parallel with a minimal distance to the wall at the recess 51.

[0032] In addition, this sealing ring 23 with the spring element 24 supported on the stop 50 is arranged in the cylinder sleeve 42 projecting towards the abutment surface 15, as described above. Fig. 3 is explained.

[0033] 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 and which can be mounted independently of the other components of the coupling head 10.

[0034] Fig. 6 und Fig. 7 show a coupling head 60 which is designed similarly to that according to Fig. 1 , and therefore only the differences are presented below. This housing 61 is provided with a front wall 64 forming a butt surface 65, a flange 67 therein, and a round recess 68 adjacent thereto. At the rear of the housing 61, a leading-away connecting element 62 is indicated for fastening it to the rail vehicle.

[0035] The main difference between this coupling head 60 and the one according to Fig. 1 consists in the fact that, according to the invention, an electric coupling 63 with an electrical connection line 69 and not an air coupling is mounted on the top side of the housing 61, and an air coupling 70 with a valve element 75 that opens or closes the main air line 66 is arranged on the underside of the housing 61. Advantageously, only one main air line or one main container air line 66 is provided in the lower area between the flange 67 and the recess 68, and such a line is not provided at the top. Accordingly, the air coupling 70 is mounted on the underside of the housing 61, as shown in Fig. 7 This allows the total height of the coupling, which should ideally not exceed a certain dimension of ≤ 200 mm when the cover 59 of the electric coupling 63 is open, to be limited and thus space can be saved.

[0036] The electrical coupling 63 with the connecting cable 69 is designed in a conventional manner and therefore not explained in detail. It has a plug assembly 58 on the front with a hinged cover 59 that is approximately flush with or even protrudes from the abutting surface 65. This cover 59, shown in the closed state, is opened during coupling, allowing a plug connection to the plug assembly of the coupling head to be coupled.

[0037] The valve member 75 of the air coupling 70 which opens or closes the main air line 66 corresponds to that according to Fig. 1 or Fig. 2 . Therefore, reference is made to the detailed explanation above. The transverse inlet opening 72 of the air line leads from below into the flow opening 66 of the cylinder sleeve 73 and forward to the abutment surface 65. At the front, the sealing ring 74 is mounted in the cylinder sleeve 73 with limited axial adjustability. In the uncoupled state, the sealing ring is pressed protruding toward the abutment surface 65 by the spring element 77. This transverse inlet opening can equally well be led from the side into the flow opening 66.

[0038] The plunger 76, which can be moved back and forth within the cylinder sleeve 73, is pressed against the stop 80 by the adjusting means 78 during closing, as shown, while during opening it is pushed back by air pressure. The plunger 26 is adjustable by the rotatable cam disc 78' of the adjusting means 78 acting on its rear side. The latter is mounted, for example, in the holder (not shown in detail) and can be actuated by a pivoting lever or the like pivotably mounted therein.

[0039] Instead of the valve member 75, one could of course be used according to Fig. 4 und Fig. 5 be installed on the bottom of the case, which is not explained in detail.

[0040] In principle, within the scope of the invention, an air coupling with a valve member 75 opening or closing 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 Fig. 1is shown. The electrical coupling would therefore be placed on the underside 61" of the housing 61, and preferably no main air line would be provided in the lower area, but rather in the upper area of ​​the housing.

[0041] The invention is sufficiently illustrated by the above embodiments. However, it could be further explained by further variants. For example, the air coupling could be equipped with different structural means and, as mentioned, be arranged on the underside or laterally next to the housing 11. The sealing ring 23 with the spring element could also be designed differently, for example, with a sealing ring that is designed to be resilient, thus eliminating the need for a compression spring. The flow opening and the stop could also be formed directly in the housing, thus eliminating the need for the cylinder sleeve.

[0042] The air coupling and, with it, the valve element could also be equipped with a control system that would automatically open or close the plunger during coupling or uncoupling. An electric or hydraulic drive would then be advantageously provided for the actuating element of the adjustment device, which would activate the drive through an automatic switching process. This could also be achieved by a manually operated lever.

Claims

1. Coupling head for a coupling of a rail vehicle, with a front-side housing (11) forming an impact surface (15), an air coupling (20, 40), and at least one air line (16), in particular a main air line (16) and / or a main container air line (17), wherein the air coupling (20, 40) is provided with a flow opening (21) leading to the impact surface (15), a valve element (25, 45) located therein which opens and closes the air line (16) with a plunger (26, 46), and adjustment means which can be moved by the said plunger, wherein the air line (16), guided transversely into the flow opening (21), comprises an inlet opening (32, 43) with a transverse mouth aperture and with a rear outer side (32", 43"), characterized in that the plunger (26, 46) of the adjustment means, which during closing is axially adjustable in the flow opening (21) in the direction towards the impact surface (15), can be pressed against a stop (30, 50), inasmuch as, during opening, the plunger (26, 46) can be moved back in the flow opening (21), and the air line (16) leading transversely into the flow opening (21) is opened, wherein the plunger (26, 46), in the open position of the air line (16), is positioned approximately flush with its front side (26', 46) with the rear outer side (32", 43") of the inlet opening (32, 43) of the air line (16), with a transverse mouth aperture.

2. Coupling head according to claim 1, characterized in that the stop (30, 50) is formed by a ring-shaped shoulder element projecting into the flow opening (21), which is located approximately flush with the front outer side (32', 43') of the inlet opening (32, 43) of the air line (16), with a transverse mouth aperture.

3. Coupling head according to claim 1 or 2, characterized in that a cylinder sleeve (22, 42), provided with the flow opening (21) and the stop (30, 50), is provided with the plunger (26, 46) guided therein, mounted in which, on the front side at the impact surface (15), is a sealing ring (23) with restricted axial adjustment.

4. Coupling head according to claim 3, characterized in that this sealing ring (23) is pressed inwards by a spring element (24), supported at the stop (30, 50), in the uncoupled state projecting towards the impact surface (15), and in the coupled state by a sealing ring of a coupled coupling head, and therefore the air line (16) can be connected to this in a sealed manner.

5. Coupling head according to any one of claims 1 to 4, characterized in that the front side (26') of the plunger (26) is provided with a front part (33) in a mushroom or similar shape, which is dimensioned with a smaller outer diameter than that of the plunger (26) guided in the flow opening (21).

6. Coupling head according to claim 5, characterized in that, in the front part (33) a cavity (34) is formed in the flow opening (21), which is connected to the air line (16) and in which the air pressure is maintained.

7. Coupling head according to any one of claims 1 to 6, characterized in that the plunger (26) of the valve element (25) can be moved by a curved disk (27) engaging on its rear side (26") as adjustment means, wherein the plunger (26) is configured on its front side (26') in such a way that it is constantly pressed against the curved disk (27) by the air pressure prevailing in the air line (16).

8. Coupling head according to claim 7, characterized in that the curved shape (27') of the curved disk (27), which is in contact with the rear side (26") of the plunger (26), runs from the centre obliquely outwards, and therefore the plunger can be moved from the open position into the closed position with a slight rotation of the curved disk.

9. Coupling head according to any one of claims 1 to 5, characterized in that the plunger (46) of the valve element (45) can be moved by a pivoting crank drive (47) as adjustment means in the axial direction of the flow opening (21) into the closed position or the open position respectively.

10. Coupling head according to claim 9, characterized in that the crank drive (47) comprises a connecting rod (44), a pivot bearing (48), and a rotating disk (49), which can be rotated by an actuating element, wherein the connecting rod (44) is linked at one end to the pivot bearing (48) held eccentrically in the rotating disk (49), and at the other end to the plunger (46) by means of a ball joint (41).

11. Coupling head according to any one of claims 1 to 10, characterized in that the respective adjustment means can be moved in a holding element (29) by means of an actuating element rotationally connected to the said means, such as, for example, by a pivot lever (28), a draw cable, or an actuatable electrical rotary drive or piston drive.

12. Coupling head according to any one of claims 3 bis 11, characterized in that the air coupling (20, 40) is formed with the cylinder sleeve (22, 42), the plunger (26, 46) held therein, its adjustment means, the holding element (29) with its actuation element, and the connection of the air line (16), as one structural unit which can be mounted at or in the housing (11).

13. Coupling head according to any one of claims 1 to 12, characterized in that located on the upper side (61') of the housing (61) is an electrical coupling (63), and on the under side (61") of the housing (61) is an air coupling (70), with a valve element (75) which opens or closes the main air line or main container air line (66) respectively.

14. Coupling head according to any one of claims 1 to 13, characterized in that located on the upper side (61') of the housing (61) is an air coupling (20, 40), with a valve element (75) which opens or closes the main air line or main container air line respectively, inasmuch as an electrical coupling is located on the under side (61") of the housing (61).

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