Automatic train coupling, and rail vehicle with an automatic train coupling of this type

Abstract

The invention relates to an automatic train coupling, in particular a centre buffer coupling, with a mechanical coupler lock for locking the automatic train coupling to a diametrically opposed train coupling, wherein the coupler lock has a locked position and an unlocked position; with a main air line which extends, starting from an orifice for coupling to a main air line orifice of the diametrically opposed train coupling, to a rear end which faces away from the orifice; with a main valve in the main air line between the rear end and the orifice, wherein the main valve is connected at least indirectly to the coupler lock, in order to shut off and release the main air line in a manner which is dependent on the position of the coupler lock. The automatic train coupling according to the invention is characterized in that a shut-off valve is arranged in the main air line between the main valve and the rear end, by means of which shut-off valve a flow cross section from the rear end of the main air line to the main valve can be shut off and a section of the main air line to the rear end can be ventilated partially to a predefined minimum pressure and / or completely to ambient pressure.

Description

[0001] Automatic train coupling and rail vehicle with such an automatic train coupling

[0002] The present invention relates to an automatic train coupling, in particular a central buffer coupling, according to the preamble of claim 1.

[0003] Such automatic train couplings have, in addition to a mechanical coupling lock for locking the automatic train coupling with a matching train coupling, an air coupling, i.e., a main air line extending from a mouth for coupling with a main air line mouth of the matching train coupling to a rear end facing away from the mouth, which is then connected to the main air line of the rail vehicle via a hose, pipe, or other air duct. A main valve is provided in the main air line within the automatic train coupling to shut off the flow cross-section of the main air line, so that the compressed air connection between the mouth and the rear end of the main air line in the automatic train coupling is pressure-tight.The main valve is switched depending on the actuation of the dome lock, so that whenever the mechanical dome lock is in a locked position, the main valve is open, and whenever the mechanical dome lock is in an unlocked position, the main valve is closed. The opening and closing of the main valve depending on the position of the dome lock can be achieved by a drive connection, in particular a mechanical connection, between the dome lock and a drive of the main valve, or also by an indirect connection, for example if the dome lock is connected to a control valve, which then generates a control pressure depending on the position of the dome lock, depending on which control pressure the main valve is opened and closed.DE 102020 121 087 A1 describes an embodiment of an automatic train coupling with such a coupling lock and a main valve in a main air line of the automatic train coupling that is actuated depending on the position of the coupling lock. The features known from this document are summarized in the preamble of claim 1.

[0004] Further automatic train couplings according to the state of the art are dealt with in the introduction to the description of DE 10 2020 121 087 A1, namely DE 669 444 A, DE 1 270 591 A, DE 2 223 878 A and DE 102016 104 188 A1.

[0005] Since such automatic train couplings have also been used in rail freight transport, the main air lines of the freight cars are automatically coupled by the main valve of the automatic train coupling when the freight cars move together. In addition, such freight cars, generally referred to here as rail vehicles, conventionally have an air shut-off valve near each axial end of the freight car. With such an air shut-off valve, the main air line of the freight car could be vented by opening the air shut-off valve when the hose line was uncoupled. Traditionally, such hose lines were manually connected and disconnected in order to connect the main air lines of the freight cars to one another using compressed air. The mechanical coupling was usually achieved via screw couplings, which also had to be coupled and uncoupled manually.

[0006] In order for a freight car equipped with an automatic train coupler to establish the desired compressed air connection between the individual freight cars in a rail vehicle combination, the air shut-off valve must be open. The main air line in the freight car is vented when the automatic train coupler is uncoupled because the outlets of the main air lines in the coupling heads are previously connected to each other in a pressure-tight manner. As is well known, the brakes of a rail vehicle apply when the main air line is vented, so that in vehicles equipped with corresponding automatic train couplers that have a conventional on-board air shut-off valve, this only occurs when the automatic train coupler is uncoupled. Furthermore, the air shut-off valve can only be operated by a person standing between the rail vehicles and operating the air shut-off valve.If the main air line is vented via the automatic train coupling, this venting continues via the main air line in the rail vehicle and the open air shut-off valve located at the opposite end when the air shut-off valve is open, so that several rail vehicles or the entire rail vehicle combination is vented, which is undesirable.

[0007] The present invention is based on the object of specifying an automatic train coupling in which a braking or at least initial braking of a rail vehicle having the automatic train coupling is easily possible before the automatic train coupling is uncoupled, and in which the actuation of a shut-off valve assigned to the car body is advantageously possible without entering the danger space between two rail vehicles.

[0008] The object of the invention is achieved by an automatic train coupling having the features of claim 1. The dependent claims specify particularly advantageous and expedient embodiments of the automatic train coupling and a rail vehicle with such an automatic train coupling.

[0009] An automatic train coupling according to the invention, which is particularly designed as a center buffer coupling, has a mechanical coupling lock for locking the automatic train coupling with a matching train coupling. The coupling lock can be moved into a locked position and an unlocked position. A main air line is provided, which extends from an outlet in the automatic train coupling to an end of the main air line facing away from the outlet within the automatic train coupling, which is referred to herein as the rear end. When coupling two automatic train couplings, their outlets are connected to each other in a compressed air-conducting and pressure-tight manner.

[0010] A main valve is provided in the main air line between its rear end and the outlet. As explained above, the main valve is at least indirectly connected to the dome closure to block and release the main air line depending on the position of the dome closure. Accordingly, the main valve can be open in the unlocked position of the dome closure and closed in the locked position of the dome closure, so that it blocks the main air line in the unlocked position of the dome closure and releases it in the locked position of the dome closure.

[0011] According to the invention, a shut-off valve is arranged in the main air line between the main valve and the rear end of the main air line, with which a flow cross-section from the rear end of the main air line to the main valve can be shut off and a section of the main air line towards the rear end can be partially vented to a predetermined minimum pressure and / or completely to ambient pressure. Thus, venting of the main air line can be achieved via this shut-off valve before the automatic train coupling is uncoupled. If partial venting to a predetermined minimum pressure, for example between 2 and 4 bar, in particular between 3.2 and 3.7 bar, for example to 3.5 bar, is provided, corresponding braking of the vehicle can be achieved. The standard operating pressure of the main air line is, for example, between 4 and 6 bar, in particular 5 bar + / - 0.005 bar.The end of the main air line of the automatic train coupling, referred to here as the rear end, can be located outside the coupling head in the region of the rear end of a coupling rod on the car body that supports the coupling head. The shut-off valve can thus replace the conventional air shut-off valve described above. If the main air line protrudes beyond the rear end of the coupling head because the shut-off valve is located outside the coupling head, it preferably has a flexible hose that extends from the coupling head toward the rear end of the main air line, for example, to the shut-off valve or near the shut-off valve and / or to a car body.

[0012] The shut-off valve preferably has at least three valve positions, namely a first valve position in which it completely shuts off the flow cross-section from the rear end of the main air line to the main valve, a second valve position in which it completely opens the flow cross-section from the rear end of the main air line to the main valve, and a third valve position in which it completely shuts off the flow cross-section of the main air line to the main valve and vents the flow cross-section to the rear end of the main air line to the intended minimum pressure or to ambient pressure, i.e. partially shuts off the corresponding flow cross-section and partially opens it to the environment.

[0013] In the first position of the shut-off valve, the main air line is completely pressure-tightly closed both toward the rear end and toward the main valve. Thus, no venting occurs.

[0014] In the aforementioned third valve position, the main air line in the rail vehicle can therefore be vented without this venting continuing via the outlet of the main air line in the automatic train coupling to an adjacent rail vehicle. The valve positions are preferably marked on the shut-off valve or in the area of ​​a manual drive of the shut-off valve, which, for example, is designed as a rotary lever, as will be explained below. For example, a symbol is provided that is assigned to the third valve position and represents braking or (partial) venting, and a symbol that is assigned to the first valve position and represents shut-off.

[0015] Preferably, the shut-off valve is designed as a ball valve, the valve body of which can be rotated into three defined rotational positions into which it can be precisely and permanently inserted in order to selectively adjust the three valve positions.

[0016] For easy and safe operation, the shut-off valve is preferably designed as a manually operated valve, in particular with a manually operated rotary lever. However, other actuation options for the shut-off valve are also possible, such as electrical, pneumatic, or hydraulic actuation. Accordingly, the shut-off valve then has an electrical, electromagnetic, hydraulic, or pneumatic drive.

[0017] The automatic train coupling preferably has a coupling head in which the coupling closure, the mouth of the main air line and the main valve are arranged, wherein the shut-off valve, as explained, can then be arranged outside the coupling head, for example in the region of a car body, in particular in the region of its axial end.

[0018] Thus, a coupling rod may be provided which carries the coupling head at an outer front end and the shut-off valve may be positioned in the region of the rear end or in an area laterally adjacent to the rear end of the coupling rod.

[0019] Particularly preferably, the shut-off valve has two manually operable rotary levers arranged on opposite sides of the shut-off valve, in particular one rotary lever on each side of the coupling rod, with which the shut-off valve can be actuated.

[0020] If such a rotary lever or levers are provided, they are, according to one embodiment, secured against unauthorized or accidental rotation. This can be achieved with a manually operated locking pin, which, for example, is spring-loaded and enters a locked position that prevents rotation of the rotary lever when not operated. A locking pin can also be provided that can be moved from its locked position using a special key provided by the operating personnel, for example, a standard railway triangular or square key.

[0021] A rail vehicle according to the invention comprises an automatic train coupling of the design shown here, as well as a car body to which the automatic train coupling is pivotably mounted about a vertical axis, in particular by means of the aforementioned coupling rod. The shut-off valve is attached to the car body.

[0022] Particularly preferred is a valve control shaft extending transversely to the car body and mounted on the car body for rotation about a horizontal axis. This shaft carries a rotationally rigid rotary lever at one or both axial ends, with which the shut-off valve can be actuated by rotating the valve control shaft. If the shut-off valve is designed as a ball valve, such a valve control shaft can also be referred to as a valve control shaft, with which the valve body of the ball valve can be rotated into the desired rotational position.

[0023] The rotary lever(s) are preferably arranged in the region of the outer longitudinal side of the car body so that they can be reached without a person having to step between the rail vehicles or their car bodies. If the shut-off valve is controlled automatically, which can also be provided in addition to manual actuation, the control system can be set such that when the automatic train coupling is controlled, for example the uncoupling drive of the automatic train coupling, with which the mechanical coupling lock is coupled, the shut-off valve is first moved into a venting position or partially venting position before the mechanical coupling lock is rotated into its unlocked position.

[0024] The invention will be described below using an exemplary embodiment and the figures.

[0025] They show:

[0026] Figure 1 shows two automatic train couplings designed according to the invention before their mutual coupling;

[0027] Figure 2a shows the shut-off valve in its “normal position”, in which it completely opens the flow cross-section of the main air line, in a side view;

[0028] Figure 2b shows the shut-off valve from Figure 2a in a sectional view;

[0029] Figure 2c shows the shut-off valve from Figure 2a in the “braking” position, in which it partially closes and vents the flow cross-section of the main air line;

[0030] Figure 2d shows the shut-off valve from Figure 2c in a sectional view; Figure 2e shows the shut-off valve from Figures 2a, 2c in the "shut-off" position, in which it completely shuts off the flow cross-section of the main air line without venting;

[0031] Figure 2f shows the shut-off valve from Figure 2e in a sectional view;

[0032] Figure 3 a rail vehicle in the area of ​​the axial end of the

[0033] Car body with an automatic train coupling according to the invention;

[0034] Figure 4 is a side view of the shut-off valve together with the rotary lever for its manual operation corresponding to the view in Figure 2a;

[0035] Figure 5 shows the rotary lever in a view diagonally along the long side of the car body.

[0036] Figure 1 shows a schematic representation of two automatic train couplings according to an embodiment of the present invention that are to be coupled together. Each automatic train coupling has a coupling lock 1 and a main air line 2. The coupling lock 1 is only indicated schematically and typically has a frog and a coupling eyelet that cooperate with each other to create a mechanical lock between the coupling heads 8, which accommodate the corresponding components of the automatic train coupling for mechanically coupling and connecting the compressed air lines and corresponding electrical lines.

[0037] The main air line extends from an opening 3 in the region of the front end of the coupling head 8, which is assigned to the opposing train coupling, to a rear end 4. The main valve 5 is provided between the opening 3 and the rear end 4 of the main air line 2, with which the main air line 2, i.e. its flow cross-section between the rear end 4 and the opening 3, can be completely opened and completely closed. The main valve 5 has, in particular, only two defined positions: the open position, in which it completely opens the flow cross-section, and the closed position, in which it completely blocks the flow cross-section of the main air line 2; it is therefore an on-off valve without a throttle position. The main valve 5 is moved into one of the two positions depending on the position of the coupling lock.

[0038] According to the invention, a shut-off valve 6 is provided behind the main valve 5, that is to say between the main valve 5 and the rear end 4 of the main air line 2, with which the flow cross-section in the main air line 2 from the rear end 4 to the main valve 3 can be completely shut off, and with which a section of the main air line 2 to the rear end 4 can be partially vented to a predetermined minimum pressure and / or completely to ambient pressure.

[0039] In the illustrated embodiment, the main valve 5 is designed as a ball valve, comprising a ball that can be rotated by at least or exactly 90° and has a passage that can be aligned transversely to the flow direction in the main air line 2 by rotating the ball in order to close the main valve 5, and that can be aligned in the flow direction of the main air line 2 in order to open the main valve 5. However, this is not mandatory. Furthermore, in the present case, but also only as a possible option, the opening and closing of the main valve 5, here by rotating the ball, is carried out by means of compressed air. For example, the main valve 5 is opened when pressurized with compressed air, so that it releases the flow cross-section in the main air line 2, whereas it is closed by a spring force, so that it shuts off the flow cross-section in the main air line 2 in a pressure-tight manner when it is not pressurized with compressed air for its actuation.In order to be able to actuate the main valve 5 with compressed air, in contrast to a mechanical actuation, which is also possible according to another embodiment, in which a valve body of the main valve 5 is actuated by a drive connection to the dome closure 1, the main valve 5 is actuated with compressed air from a control pressure line 12 in which one or more, here two, pilot valves 13 are arranged. Such a control air line within the meaning of the present invention is not the main air line 2, in whose main branch the main valve 5 and the shut-off valve 6 are arranged in series.

[0040] Figures 2a to 2f show the three valve positions of the shut-off valve 6, as well as the manual actuation of the shut-off valve 6 via a rotary lever 7. In addition, reference is made to the enlarged illustration in Figure 4, which corresponds to the illustration in Figure 2a.

[0041] The shut-off valve 6 is designed as a three-way ball valve and has a valve body 6.1, here in the shape of a ball. In the normal position shown in Figures 2a, 2b, and 4, the passage 14 in the valve body 6.1 is aligned in the longitudinal direction of the main air line 2 such that it connects the rear end 4 with the section on the other side of the main air line 2, preferably without restricting the flow cross-section. The branch 15 in the valve body 6.1, which branches off from the passage 14 in a compressed-air-conducting manner, is pressure-tightly sealed at its outer end, for example, by the housing 16.

[0042] In the braking position shown in Figures 2c and 2d, branch 15 is connected to the rear end 4 by means of compressed air. At the same time, valve body 6.1 closes the section of main air line 2 leading to main valve 5 (not shown here) on the side of shut-off valve 6 opposite rear end 4 (the section of main air line 2 shown on the right in Figures 2a to 2f). The flow cross-section of main air line 2 leading to main valve 5 is thereby sealed pressure-tight, so that no pressure drop occurs via shut-off valve 6 in the area of ​​main valve 5 in main air line 2.

[0043] For partial venting (or, according to another embodiment, also for complete venting), the shut-off valve 6 establishes a compressed air connection between the rear end 4 of the main air line 2 and the environment. In the illustrated embodiment, venting occurs via the branch 15 and an outer end of the passage 14, whereas the opposite outer end of the passage 14 is pressure-tightly blocked, for example with the housing 16 of the shut-off valve 6. A suitable throttle or throttling point in the compressed air connection to the environment determines the pressure to which the rear end 4 of the main air line 2 is vented.

[0044] In the shut-off position of the shut-off valve 6, as shown in Figures 2e and 2f, all connections of the shut-off valve 6 are pressure-tightly closed. The valve body 6.1 assumes a rotational position such that the two ends of the passage 14 and the outer end of the branch 15 are pressure-tightly closed, for example by the housing 16. Additionally or alternatively, the valve body 6.1 can also close the openings of the main air line 2 in the shut-off valve 6.

[0045] The valve body 6.1 is rotated by rotating the rotary lever 7, which is mechanically coupled to the valve body 6.1 via a drive connection. As can be seen from Figure 4, a drive connection with articulated levers 17 is provided for this purpose.

[0046] The three valve positions of the shut-off valve 6 and the corresponding three rotational positions of the valve body 6.1 are advantageously marked in the area of ​​the rotary lever 7, as can be seen, for example, in Figure 4 using a marking example. Figures 3 and 5 show an advantageous arrangement of rotary levers 7 and their protection against unauthorized or accidental rotation. Thus, the coupling head 8 is attached via a coupling rod 9 to the front end of the car body 10 of a rail vehicle, advantageously to the frame of the car body 10. As usual, the coupling rod 9 is pivotable about a vertical axis 18.

[0047] The main air line 2 leads from the coupling head 8 with the main valve 5 via the shut-off valve 6 to the rear end 4 of the main air line 2, to which the car-side main air line 2' is connected, the beginning of which is also shown in Figures 2a-2f and in Figure 4.

[0048] The car body 10 has two longitudinal sides 19. A rotary lever 7 is provided in the area of ​​each longitudinal side 19 to enable lateral operation of the valve control shaft 11, which is rotatable about a horizontal axis using the rotary levers 7 and is mounted on the car body. The valve control shaft 11 is connected to the valve body 6.1 of the shut-off valve, for example via the articulated levers 17 shown in Figure 4, in such a way that rotating the valve control shaft 11 rotates the valve body 6.1 into the desired rotational position.

[0049] Preferably, the valve control shaft 11 is arranged in the region of the so-called vehicle head piece and is mounted via two lateral bearing points attached to the head piece.

[0050] To prevent incorrect operation or manipulation by vandalism, the "lock" valve position is positively secured, thus preventing accidental or unauthorized locking. This locking mechanism can only be released by deliberate operation. In the illustrated embodiment, a locking pin 20 is provided for this purpose, which, when locked, mechanically blocks the rotation of the rotary lever 7 into the lock position. This locking pin 20 must be actuated to release the blockage, for example, against a spring force and / or by a rotary movement. Alternatively, a push lock with a standard railway triangular or square key is also conceivable, which in turn increases security against unauthorized operation.

[0051] The shunter actuates shut-off valve 6 on the rail vehicle that is to be safely parked in the track area by applying the brakes. The automatic train coupling is then disengaged, and the shut-off valve of the parked rail vehicle is returned to its normal position. Ventilation is thus maintained via the automatic train coupling, i.e., via the outlet 3 of the main air line 2. The uncoupled rail vehicle is now safely braked in the track area and ready for coupling.

[0052] Reference symbol

[0053] 1 dome closure

[0054] 2, 2' main air line

[0055] 3 Mouth

[0056] 4 rear end

[0057] 5 Main valve

[0058] 6 Shut-off valve

[0059] 6.1 Valve body

[0060] 7 rotary levers

[0061] 8 Coupling head

[0062] 9 Coupling rod

[0063] 10 car body

[0064] 11 Valve control shaft

[0065] 12 Control air line

[0066] 13 Pilot valve

[0067] 14 passage

[0068] 15 branch

[0069] 16 housings

[0070] 17 articulated levers

[0071] 18 Vertical axis

[0072] 19 Long side

[0073] 20 locking bolts

Claims

Automatic train coupling, in particular a central buffer coupling, with a mechanical coupling lock (1) for locking the automatic train coupling with a matching train coupling, wherein the coupling lock (1) has a locked position and an unlocked position; with a main air line (2) extending from a mouth (3) for coupling with a main air line mouth of the matching train coupling to a rear end (4) facing away from the mouth; with a main valve (5) in the main air line (2) between the rear end (4) and the mouth (3), wherein the main valve (5) is at least indirectly connected to the coupling lock (1) in order to block and release the main air line (2) depending on the position of the coupling lock (1); characterized in that a shut-off valve (6) is arranged in the main air line (2) between the main valve (5) and the rear end (4).with which a flow cross-section from the rear end (4) of the main air line (2) to the main valve (5) can be shut off, and a section of the main air line (2) to the rear end (4) can be partially vented to a predetermined minimum pressure and / or completely to ambient pressure. Automatic train coupling according to claim 1, characterized in that the shut-off valve (6) has at least three valve positions, namely a first valve position in which it completely shuts off the flow cross-section from the rear end (4) of the main air line (2) to the main valve (5), a second valve position in which it completely opens the flow cross-section from the rear end (4) of the main air line (2) to the main valve (5), and a third valve position in which it completely opens the flow cross-section of the main air line (2) to the main valve (5). completely shuts off and vents the flow cross-section to the rear end (4) of the main air line (2) to a specified minimum pressure or to ambient pressure.

3. Automatic train coupling according to claim 2, characterized in that the shut-off valve (6) is designed as a ball valve, the valve body (6.1) of which can be rotated into three defined rotational positions in order to selectively set the three valve positions.

4. Automatic train coupling according to one of claims 1 to 3, characterized in that the shut-off valve (6) is electrically actuated.

5. Automatic train coupling according to one of claims 1 to 4, characterized in that the shut-off valve (6) is designed as a manually operable valve, in particular with a manually operable rotary lever (7).

6. Automatic train coupling according to claim 5, characterized in that the automatic train coupling has a coupling head (8) in which the coupling closure (1), the mouth (3) of the main air line (2) and the main valve (5) are arranged, and that the shut-off valve (6) is arranged outside the coupling head (8).

7. Automatic train coupling according to claim 6, characterized in that a coupling rod (9) is provided which carries the coupling head (8) at an outer front end, and the shut-off valve (6) is positioned in the region of the rear end or in a region laterally adjacent to the rear end of the coupling rod (9).

8. Automatic train coupling according to one of claims 5 to 7, characterized in that the shut-off valve (6) has two manually operable rotary levers (7) arranged on opposite sides of the shut-off valve (6). has, in particular, a rotary lever (7) on each side of the coupling rod (9), with which the shut-off valve (6) can be actuated. Automatic train coupling according to one of claims 5 to 8, characterized in that the rotary lever(s) (7) is / are secured against rotation by unauthorized or accidental rotation. Rail vehicle with an automatic train coupling according to one of claims 6 to 9 and with a car body (10) to which the automatic train coupling is pivotably mounted about a vertical axis (18), characterized in that the shut-off valve (6) is mounted on the car body (10).Rail vehicle according to claim 10, characterized in that a valve control shaft (11) is provided which extends transversely to the car body (10) and is rotatable about a horizontal axis, said valve control shaft supporting a rotationally rigid rotary lever (7) at one axial end or at both axial ends, with which the shut-off valve (6) can be actuated by rotating the valve control shaft (11). Rail vehicle according to claim 11, characterized in that the rotary lever(s) (7) are arranged in the region of the outer longitudinal side (19) of the car body (10).

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