Main air line shut-off device for a rail vehicle, coupling device for mechanically and pneumatically coupling a rail vehicle, rail vehicle, rail vehicle combination and method for closing a main control valve at the end of a rail vehicle combination

Abstract

The invention relates to a main air line shut-off device for a rail vehicle; having a main air line; having a main control valve which is arranged in the main air line and by means of which the main air line can be pressure-tightly shut off. The main air line shut-off device according to the invention is characterised by the following features: comprising an electromechanical actuator, by means of which the main control valve can be selectively brought into an open or closed position; comprising a pilot valve that can be mechanically actuated by a mechanical train coupling assigned to the main air line shut-off device, wherein the mechanical train coupling allows the pilot valve to be brought from a venting state into a state in which compressed air is supplied to the main control valve, and the main control valve is connected to the pilot valve in such a way that, when in a state in which the pilot valve supplies the main control valve with compressed air above a predefined limit, the main control valve is brought into its open position and / or is kept in the open position.

Description

[0001] Main air line shut-off device for a rail vehicle, coupling device for mechanically and pneumatically coupling a rail vehicle, rail vehicle, rail vehicle assembly and method for closing a main control valve at a rail vehicle assembly end

[0002] The present invention relates to a main air line shut-off device for a rail vehicle, furthermore to a coupling device for mechanically and pneumatically, and in particular also electrically, coupling a rail vehicle with an opposite coupling device, a rail vehicle with two coupling devices, a rail vehicle assembly and a method for closing a main control valve at a rail vehicle assembly end of a rail vehicle assembly.

[0003] The present invention relates in particular to corresponding devices and a method for a freight train rail vehicle or a freight train rail vehicle and a freight train rail vehicle combination.

[0004] According to the general state of the art, there is a valve in the form of a manual valve at both ends of each freight car to close the main air line. Accordingly, there is also a similar valve at both ends of a locomotive to close the main air line. These valves are also known as air shut-off valves. The valves serve to close the main air line at each end of the rail vehicle combination so that the appropriate air pressure can be built up in the main air line throughout the entire rail vehicle combination in order to control the braking process of the rail vehicle combination. The actual braking effect is exerted, for example, by the pressing of brake blocks onto the running surfaces of the wheels or onto the brake discs. The compressed air from the main air line and from auxiliary air reservoirs in the individual rail vehicles acts on the brake cylinders on the wheel sets via the main control valves.In addition, further shut-off and switching devices are provided, for example to release the compressed air brakes manually and to variably adjust the release time of the brakes.

[0005] Traditionally, in a freight train (freight train rail vehicle combination), the authorized brake tester must manually check or operate the valve at each end of the rail vehicle so that the valves on all rail vehicles coupled together via mechanical couplings are in the open position, with the exception of the valves at the connected rail vehicle ends, which must be closed. This process is accordingly complex and time-consuming.

[0006] The present invention is based on the object of specifying a main air line shut-off device for a rail vehicle, in particular a freight train rail vehicle, and of specifying a method for closing a main control valve at a rail vehicle combination end of a rail vehicle combination, in particular a freight train rail vehicle combination, with which an automation of the conventionally manually carried out process for closing the main air line at the rail vehicle combination end is possible, wherein a diversely redundant safety is maintained.

[0007] The object of the invention is achieved by a main air line shut-off device for a rail vehicle with the features of claim 1 and a method for closing a main control valve at a rail vehicle assembly end of a rail vehicle assembly with the steps of claim 14. The dependent claims describe advantageous and particularly expedient developments of the invention and further specify a coupling device for mechanically and pneumatically coupling, in particular also electrically coupling, a rail vehicle with an oppositely identical coupling device, wherein the coupling device comprises a corresponding main air line shut-off device, as well as a rail vehicle with two such coupling devices and a rail vehicle assembly with a plurality of such rail vehicles.

[0008] The solution according to the invention allows the manual closing of the valve at the end of the rail vehicle assembly to be automated, thus enabling automated assembly of the rail vehicle assembly. Furthermore, at least part of the brake test can be automated.

[0009] A main air line shut-off device for a rail vehicle according to the invention comprises a main air line, a main control valve arranged in the main air line, an electromechanical actuator, and a pilot control valve. The main control valve is arranged in the main air line in such a way that it can shut off the main air line in a pressure-tight manner. The electric actuator is connected to the main control valve in such a way that it can move the main control valve selectively into an open or closed position. The pilot control valve can be switched or actuated by a mechanical traction coupling, which is correspondingly assigned to the main air line shut-off device at one end of the rail vehicle. The pilot control valve can be moved, in particular displaced, from a venting state to a state in which compressed air is applied to the main control valve using the mechanical traction coupling.Thus, the main control valve is either pressurized with compressed air or the compressed air supply to the main control valve is stopped by the corresponding venting via the pilot control valve.

[0010] According to the invention, the main control valve is connected to the pilot valve in such a way that, when pressurized by the pilot valve with an air pressure above a predetermined limit, it is moved into its open position if it was in the closed position, and / or is held in this closed position if it was already in the closed position. The main air line shut-off device according to the invention allows the main control valve to be moved into its open position only if the pilot valve is in a venting state, i.e., if the mechanical traction coupling has not moved it into the state in which compressed air is applied to the main control valve, because the mechanical traction coupling is not coupled.

[0011] If the main control valve is already in its closed position, it will be returned to the open position by applying pressure via the pilot control valve.

[0012] Since two diversely redundant paths are thus provided, namely one through the mechanical pneumatic release by means of the mechanical pull coupling and the pilot valve so that the main control valve can be moved into its closed position, and the other through an electrically and / or electronically initiated movement of the main control valve into its closed position via the electrical and / or electronic actuation of the electromechanical actuator, a high level of safety can be achieved and accidental closing of a main control valve can be avoided.

[0013] The main control valve, the pilot control valve and the electromechanical actuator together form an automated air shut-off valve that can be operated remotely, for example by a train driver (or conductor), to pressure-tightly close the main air line in a rail vehicle combination at the end of the rail vehicle combination, while at the same time keeping all other corresponding automated air shut-off valves within the rail vehicle combination at the coupled mechanical train couplings open.Preferably, the main control valve with the electromechanical actuator can be moved from the open to the closed position against a spring force, and the pilot control valve is arranged in a compressed air connection from the main air line, in particular from a free end of the main air line assigned to the mechanical pull coupling, to the main control valve. By closing the mechanical pull coupling, the pilot control valve can be moved into a state releasing the compressed air connection and by opening the mechanical pull coupling can be moved into a state venting the compressed air connection. In the state releasing the compressed air connection, the pilot control valve establishes a compressed air connection between the main air line, in particular the free end of the main air line, and the main control valve, so that the main control valve is pressurized with air pressure from the main air line.In the venting state of the pilot control valve, however, this compressed air connection between the main control valve and the main air line is interrupted and vented, so that the pressurization of the main control valve with the compressed air from the main air line is terminated, meaning that the main control valve is moved into its open position.

[0014] The main control valve is preferably designed as a pressure compensator and / or force compensator, so that it has at least one piston, which is acted upon on a first side by the spring force and the air pressure supplied from the compressed air connection via the pilot valve and is acted upon in the opposite direction by the force of the electromechanical actuator. The piston can also be acted upon exclusively and permanently by the air pressure in the main air line on a second side facing away from the first side. According to an advantageous embodiment, however, the main control valve is designed with two pistons or a piston and a valve body, which have mutually facing, at least substantially equal surfaces, which are acted upon by the air pressure in the main air line in such a way that these pressurization forces at least substantially cancel each other out.This configuration allows for particularly reliable mechanical-pneumatic release. Particularly preferably, an electronic control device is provided for controlling the main control valve, which has a control output connected to the electromechanical actuator and a control input and / or an interface for a central control unit. Thus, a higher-level central control unit in a rail vehicle or in a rail vehicle assembly can control various electronic control devices that are assigned to individual electromechanical actuators and correspondingly individual main control valves, or even groups of electromechanical actuators and groups of main control valves.In particular, a central control unit is provided for each rail vehicle in a rail vehicle assembly, which controls two electronic control devices, namely one electronic control device per electromechanical actuator or main control valve at each end of the rail vehicle. Preferably, the central control units of the individual rail vehicles are in turn controlled by a main control unit in the rail vehicle assembly, for example, in a locomotive. However, other control unit architectures are also possible. For example, a control unit can be provided in a rail car, in which the control functionality of the central control unit shown here and the control functionality of the electronic control devices are combined.

[0015] Particularly preferably, a pressure sensor is arranged in the main air line between the main control valve and a free end of the main air line associated with the mechanical train coupling, i.e., the free end described above. This pressure sensor is connected to the electronic control device in order to transmit the current air pressure in the main air line to the electronic control device. This also makes it possible to electronically monitor the correct closing and opening of the main control valve. The pressure sensor is a component of the automated air shut-off valve. The electronic control device is preferably configured to move the main control valve from the open to the closed position only when the pressure value detected by the pressure sensor is below a predetermined minimum pressure value, accordingly via a control of the electromechanical actuator. This prevents accidental closing.

[0016] The electronic control device can include an output and / or an interface for forwarding the pressure value detected in the main air line. Thus, for example, the detected pressure value can be transmitted to the central control unit via the interface connecting the electronic control device to the central control unit, and if necessary, also from the central control unit to a main control unit in the rail vehicle system.

[0017] Particularly preferably, the pilot valve is designed as a 4 / 2-way valve in order to reliably achieve the functionality described above.

[0018] A coupling device according to the invention for mechanically, in particular electrically, and pneumatically coupling a rail vehicle with a counter-equipped coupling device comprises a main air line shut-off device of the type shown here, furthermore a mechanical train coupling, in particular an electrical coupling, and furthermore an air coupling, which can be integrated, for example, into the mechanical train coupling, with which the main air line of the rail vehicle can be coupled in a pressure-tight manner to a counter-equipped air coupling. The mechanical train coupling, optionally the electrical coupling, and the air coupling are preferably designed for automated remote operation.

[0019] The mechanical train coupling is particularly designed with a rotary lock, which, for example, comprises a frog. The rotary lock can be locked into a corresponding mechanical train coupling by moving the mechanical train coupling. The rotary lock is configured to move the pilot valve from the state that vents the compressed air connection between the main air line and the main control valve to the state that supplies compressed air to the main control valve. Such a train coupling with a rotary lock, which comprises a frog, also called a hook plate, is the so-called Scharfenberg coupling, which can be used particularly preferably as a central buffer coupling in the present invention.

[0020] A rail vehicle according to the invention has two coupling devices of the type shown, wherein one of the two coupling devices is arranged in the region of each front end of the rail vehicle, and the main air lines of the coupling devices form a common main air line. In a rail vehicle assembly, the common main air lines of the coupling devices of the individual rail vehicles together form a main air line that extends from the first end of the rail vehicle assembly to the second opposite end of the rail vehicle assembly.

[0021] Preferably, a central control unit is provided which is connected to the control devices of both coupling devices in order to control them and, as explained, has a central interface for a higher-level main control unit.

[0022] In one embodiment of a rail vehicle assembly according to the invention, a plurality of rail vehicles is provided, wherein a main control unit is provided in particular in a locomotive driving the rail vehicle assembly, which is connected to the central control units of the individual rail vehicles in order to control them.

[0023] A method according to the invention for closing a main control valve at a rail vehicle assembly end of a rail vehicle assembly comprising a plurality of rail vehicles, as shown here, comprises the following steps:

[0024] - electronically identifying the main control valve at the rail vehicle connection end by detecting an open state of the associated mechanical train coupling;

[0025] - Sending a control signal to the electronic control device associated with the main control valve at the rail vehicle connection end to control the electromechanical actuator to move this main control valve to the closed position.

[0026] The identification of the main control valve at the end of the rail vehicle connection by detecting an open state of the associated mechanical train coupling can be carried out, for example, via a corresponding sensor, in particular a position sensor, on the mechanical train coupling.

[0027] Particularly preferably, after controlling the electromechanical actuator to move the main control valve to the closed position, further steps are performed to perform an automated brake test. In particular, the steps are the following:

[0028] - Filling the main air line with compressed air;

[0029] - electronic query of all pressure sensors in the rail vehicle network and comparison of the recorded pressure values ​​with an upper specified value;

[0030] - returning the main control valve at the end of the rail vehicle combination to the open position;

[0031] - returning the main control valve at the end of the rail vehicle combination to the closed position after a pressure drop in the main air line to a predetermined pressure has occurred due to the previously opened main control valve;

[0032] - Re-query all pressure sensors in the rail vehicle system and compare the recorded pressure values ​​with a lower specified value; - If necessary, as described below, the air pressure in the main air line can be increased again to the upper specified value and all pressure sensors in the rail vehicle system can be queried again and the recorded pressure value compared with the upper specified value.

[0033] Using these steps, for example, the electronic control unit for an electromechanical actuator can check whether the main control valve at the end of the rail vehicle assembly has been properly closed. To do this, the main control unit, particularly in the locomotive, preferably initiates the filling of the main air line with compressed air. At the same time, it can be verified that no other main control valve in the rail vehicle assembly has been closed in error.

[0034] In particular, if the main control valve at the end of the rail vehicle combination, i.e. at the last car or wagon, is closed and the main control valve at the front end of the locomotive, i.e. at the front end of the rail vehicle combination, is also closed accordingly, the main air line is filled with compressed air to a predetermined upper set value, for example 5 bar. All pressure sensors in the rail vehicle combination can then be queried to determine whether they are detecting the upper set value, for example 5 bar. The main control unit, particularly in the locomotive, then sends a command to the electronic control unit assigned to the rear end of the rail vehicle combination to reopen the main control valve at this rear end of the rail vehicle combination. As a result, the pressure in the main air line begins to drop all the way down to the locomotive.When the lower specified value is reached, for example 3 bar, the main control unit sends another control command to the electronic control unit at the rear end of the rail vehicle assembly to close the main control valve at the rear end of the rail vehicle assembly. All pressure sensors in the rail vehicle assembly can then be queried to determine whether they are detecting the lower specified value, for example 3 bar. The air pressure in the main air line can now be increased back to the upper specified value, for example 5 bar, triggered by the main control unit. All pressure sensors in the rail vehicle assembly can then be queried again to determine whether they are all detecting the upper specified value, for example 5 bar.

[0035] In such a process, the following additional tests are carried out:

[0036] - The function of the main control valve at the last mechanical train coupling in the rail vehicle combination, i.e. at the rear end of the rail vehicle combination, is checked for proper function;

[0037] - all main control valves in the rail vehicle assembly are checked to see whether they are in the open position, i.e. the main air line is continuous from the rear end of the rail vehicle assembly to the front end of the rail vehicle assembly, i.e. to the locomotive.

[0038] The following security features can be implemented:

[0039] - If the main control valve facing the locomotive on a rail vehicle in a rail vehicle system is inadvertently closed, it will reopen when the air pressure in the main air line exceeds the specified limit, for example, 3 bar. A safe state is achieved in the event of a fault.

[0040] - If the main control valve at one end of a rail vehicle in the rail vehicle assembly facing away from the locomotive is accidentally closed, the air pressure in the main air line can build up all the way to that rail vehicle. In the rest of the rail vehicle assembly, the air pressure in the main air line remains at 0 bar or below the specified limit. This malfunction is detected by the corresponding electronic control units on the main air line shut-off devices because the associated pressure sensors in the rest of the rail vehicle assembly do not detect any pressure build-up.

[0041] An alternative testing procedure includes the following steps:

[0042] - Starting with the first rail vehicle behind the locomotive, the main control valves of the rail vehicles facing away from the locomotive are closed in sequence. After the air pressure in the main air line has been built up, they are then reopened until the last vehicle in the rail vehicle convoy is reached. This procedure allows the function of all main control valves to be tested.

[0043] If rail vehicles are unintentionally uncoupled, the main air line is torn open, and the air pressure in the main air line in all separated rail vehicles drops. This initiates braking.

[0044] If an electronic control unit in a rail vehicle malfunctions, a main control valve can be activated. However, the main control valve can only shut off the main air line if the pressure has fallen below the specified limit, for example, 3 bar. In such a situation, however, the rail vehicle is preferably braked with maximum braking force. Therefore, this fault condition does not pose a hazard.

[0045] In order to detect a loss of rail vehicles in the rail vehicle network, the communication connection between the main control unit and the central control units or the electronic control units can also be advantageously monitored, and in the event of a loss of this connection, an emergency stop can be initiated.

[0046] The central control units in the individual rail vehicles can preferably be interconnected via a train bus for transmitting control signals. The central control units in the rail vehicles can, in turn, be connected to their assigned electronic control units, which control the individual electromechanical actuators, via a rail vehicle bus to transmit control signals.

[0047] The main control unit can also be referred to as the train bus master, and the central control units in this design are referred to as rail vehicle control units.

[0048] If inadmissible air pressure values ​​are detected by the pressure sensors or individual pressure sensors in the main air line, an emergency stop of the rail vehicle combination can be initiated.

[0049] The present invention will now be described by way of example using an embodiment and the figures.

[0050] They show:

[0051] Figure 1 shows an embodiment of a part of a rail vehicle combination with

[0052] Main air line shut-off devices at both ends of a wagon;

[0053] Figure 2 shows the rail vehicle combination with other rail vehicles, in which the main air line shut-off device according to the invention can be provided on the individual rail vehicles;

[0054] Figure 3 shows a wagon as an embodiment of a rail vehicle according to the invention from Figure 1;

[0055] Figure 4 shows a main air line shut-off device according to the invention with the main control valve in the closed position; Figure 5 shows the main air line shut-off device from Figure 4 with the main control valve in the open position;

[0056] Figure 6 shows the main air line shut-off device from Figures 4 and 5 with the main control valve in the open position when the pilot valve is actuated by the mechanical pull coupling;

[0057] Figure 7 shows the main air line shut-off device from Figure 6 in the state of the pilot valve actuated by the mechanical pull coupling with a reduced air pressure in the main air line compared to Figure 6.

[0058] Figure 1 shows a rail vehicle combination comprising a locomotive 9 and a wagon 13 as exemplary embodiments of rail vehicles. The locomotive 9 and the wagon 13 are coupled to one another by means of mechanical train couplings 1, which are designed, for example, as Scharfenberg couplings. Accordingly, within the meaning of the present description, each rail vehicle, i.e., the locomotive 9 and the wagon 13, has a corresponding Scharfenberg coupling 1, which could thus also be referred to as a coupling half.

[0059] The rail vehicles are further coupled to one another with their main air lines HL or corresponding sections of the main air line HL via air couplings 7, one air coupling 7 at each end of each rail vehicle in accordance with the previous definition of the mechanical train coupling 1. In general, the main air lines HL of the individual rail vehicles, in their interconnected state, are referred to as the main air line HL of the rail vehicle combination, with the main air line HL extending from the first end of the rail vehicle combination to the opposite second end of the rail vehicle combination, as shown by way of example in Figure 2.

[0060] The rail vehicles of the rail vehicle network are also electrically or electronically connected to one another via a train bus 14, which extends through all rail vehicles in sections. The electrical or electronic connection can be achieved, for example, via an electrical coupling 21 on each rail vehicle. Other or additional electrical couplings 21 can also be provided.

[0061] The air coupling 7 and / or an electrical coupling 21, in particular for the train bus 14, can each be integrated into the associated mechanical train coupling 1.

[0062] A main control valve (MCV) is provided at each end of the rail vehicle, with which the corresponding end of the main air line (HL) in the rail vehicle can be pressure-tightly shut off. Each main control valve (MCV) is controlled by an electronic control device (HLC) via an electromechanical actuator (EA), as described below with reference to Figures 3 to 7. The main control valve (MCV) is moved to the open or closed position depending on the coupling state of the associated mechanical train coupling 1 at the same end of the rail vehicle.

[0063] As can be seen from Figure 1, the locomotive 9 comprises a so-called train bus master as the main control unit 8, which is connected via the train bus 14 to a central control unit 3 in each wagon 13, of which only one is shown in Figure 1. Each central control unit 3 is in turn connected via a wagon bus 15, which can also be referred to as a rail vehicle bus, to an electronic control device HLC for each main control valve MCV. The train bus master or the main control unit 8 in the locomotive 9 can also be connected via a corresponding rail vehicle bus to the main control valve MCV in the locomotive 9. Although this is not shown, two main control valves MCV can also be provided in the locomotive 9, as in the wagons 13, and can each be controlled accordingly via an electronic control device HLC.

[0064] The air pressure in the main air line (HL) can be used, in particular, to fill auxiliary air reservoirs provided on each rail vehicle, and the corresponding brake cylinders of rail vehicle brakes can be pressurized with compressed air from the auxiliary air reservoirs and / or from the main air line (HL) to decelerate the rail vehicle. If the air pressure in the main air line (HL) drops below a predetermined value, the brakes are applied to decelerate the rail vehicle. The brakes can be designed as single-release or multi-release brakes, so that, with multi-release brakes, the brakes can be released gradually, depending on the pressure in the main air line (HL).

[0065] All brakes on the rail vehicle train are released, i.e. inactive, when all auxiliary air reservoirs are filled and the specified standard operating pressure prevails in the main air line HL. If the pressure in the main air line HL is reduced, the compressed air from the auxiliary air reservoirs is fed via control valves into the brake cylinders, which in turn press brake pads against the wheels or brake discs and / or actuate brake calipers of disc brakes. In particular, the braking system is dimensioned in such a way that if the air pressure in the main air line HL drops to 3.5 bar, or even 3 bar, or less, full braking is initiated, and if the air pressure in the main air line HL drops to 0 bar, rapid, emergency or forced braking is initiated, with a maximum pressure of 3.8 bar in particular being present in the brake cylinders.After braking, the brakes are released by refilling the main air line (HL) to a specified operating pressure, for example, 5 bar. The control valves then return to their initial position, the auxiliary air reservoirs are filled with compressed air from the main air line (HL), the air from the brake cylinders escapes to the atmosphere, and the brake pads are released.

[0066] A train driver can usually activate the driver's brake valve on the locomotive to initiate the braking process. It is also possible to activate emergency brake valves.

[0067] It is therefore crucial that the desired air pressure is always maintained in the main air line HL and that, for example, in the event of an unintentional separation of the rail vehicle combination, the separated rail vehicles are automatically braked.

[0068] According to the present invention, each main control valve MCV, with which the main air line HL can be pressure-tightly shut off, is assigned a pilot control valve PCV that can be mechanically actuated with the mechanical train coupling 1, as can be seen in particular from Figures 3 to 7. The combination of the main control valve MCV and the pilot control valve PCV together with the electromechanical actuator EA and, if appropriate, a pressure sensor 5 in the main air line HL between the free end 4 of the main air line and the main control valve MCV is also referred to as an automated air shut-off valve AL. Accordingly, such an automated air shut-off valve AL is provided at each free end 4 of the main air line HL in each rail vehicle.

[0069] In Figures 1 and 3, all automated air shut-off valves AL, i.e., their main control valves MCV, are in the open position. The main control unit 8 or the train bus master determines which automated air shut-off valves AL or which main control valves MCV should be closed. A corresponding control signal is sent from the main control unit 8 to the respective wagon 13 using secure data transmission via the train bus 14. The corresponding central control unit 3 forwards the control command to the corresponding electronic control device HLC. The electronic control device HLC electrically or electronically controls the automated air shut-off valve AL, i.e., its electromechanical actuator EA. The electromechanical actuator EA then attempts to move the main control valve MCV to the closed position.However, this is only possible if there is no air pressure or if the air pressure in the main air line HL is below a lower specified value, for example, up to 3 bar. This is the case at least at the last main air line shut-off device of the rail vehicle combination, i.e., in the area of ​​its last mechanical coupling 1, because no other rail vehicle is coupled there.

[0070] Figure 3 shows the uncoupled state of a rail vehicle. In this state, the pilot control valve PCV is in a vented state, from which it can be brought into a state in which compressed air is applied to the main control valve MVC by coupling the associated mechanical train coupling 1. In the vented state, the pilot control valve PCV vents the compressed air connection 2 between the main air line HL at the free end 4 on the one hand and a control air connection 16 on the main control valve MCV on the other. Via the control air connection 16, a piston 17 of the main control valve MCV, which is designed as a pressure compensator, is subjected to force in the same direction of displacement as by a spring accumulator 18 of the main control valve MCV. The spring accumulator 18 is formed, for example, by a compression spring.

[0071] On the other hand, the piston 17 of the main control valve MCV is acted upon exclusively by the air pressure in the main air line HL. However, since this air pressure in the main air line HL also acts in the opposite direction on an equally large area of ​​the valve body 20, with which the main air line HL can be pressure-tightly shut off, these forces acting from the air pressure in the main air line HL cancel each other out. In addition, the force of the electromechanical actuator EA is applied to the valve body 20 or piston 17, opposite to the force of the spring actuator 18 and the pressure force from the compressed air connection 2.

[0072] If the electromechanical actuator EA is now controlled or activated by the electronic control device HLC, the piston 17 and the valve body 20 move against the force of the spring-loaded actuator 18, causing the valve body 20 to block the main air line HL. This state is shown in Figure 4. This is possible because the corresponding pilot valve PCV remains in the venting position, due to the lack of actuation by the mechanical traction coupling 1, which is designed, for example, with a rotary closure 10, in particular as a Scharfenberg coupling.

[0073] The electromechanical actuator EA is only actuated when commanded by the main control unit 8.

[0074] If, however, the electromechanical actuator EA is not activated, i.e., is not supplied with electrical voltage, the piston 17 of the main control valve MCV and thus also the valve body 20 are displaced by the force of the spring-loaded actuator 18, so that the main control valve MCV is moved into the open position. As a result, the main control valve MCV releases the main air line HL. The electromechanical actuator EA is then deactivated when commanded by the main control unit 8. The corresponding state is shown in Figure 5. Here, too, the mechanical traction coupling 1 is not coupled, so that the pilot control valve PCV is in the venting position.

[0075] In Figures 6 and 7, however, the mechanical traction coupling 1 is in the coupled position. The rotary closure 10 is rotated relative to the uncoupled position and has mechanically moved the pilot control valve PCV into the position where compressed air is applied to the main control valve MCV. Due to the connection of the compressed air connection 2 to the main air line HL, the level of the compressed air pressure depends on the air pressure at the free end 4 of the main air line.

[0076] When the mechanical train coupling 1 is coupled, the main control valve MCV prevents the main air line HL from being shut off if the air pressure in the main air line HL is equal to or greater than the lower specified value, as shown in Figure 6. If the air pressure in the main air line HL is less than the lower specified value, as shown in Figure 7, the main control valve MCV can also prevent the main air line HL from being shut off depending on the pressure force of the spring-loaded actuator 18 and the actuation force of the electromechanical actuator EA. However, even if the main control valve MCV does not prevent the main air line HL from being shut off in this case, the shutoff of the main air line HL is not critical because, at such a low air pressure, maximum force is used for braking anyway. For example, the lower specified value is 3 bar.

[0077] To move the main control valve MCV to the closed position, it must be controlled via the electronic control unit HLC and the electromechanical actuator EA. The main control unit 8 can thus close each individual main control valve MCV in the rail vehicle assembly, provided the associated mechanical train coupling 1 is uncoupled. If necessary, as explained, the main control valve MCV can also close when the mechanical train coupling 1 is coupled if the air pressure in the main air line HL is less than the lower specified value, namely if the adjusting force of the electromechanical actuator EA is greater than the sum of the forces of the spring-loaded actuator 18 and the air pressure in the main air line HL, supplied via the compressed air connection 2 to the spring side of the piston 17.

[0078] The pressure sensors 5 in the main air line HL, with one pressure sensor 5 provided in the main air line HL for each main control valve MCV, allow the current air pressure at this point in the main air line HL to be detected. Each electronic control device HLC comprises, in addition to the control output 11 connected to the electromechanical actuator EA and the sensor input 19 to which the respective pressure sensor 5 is connected, an interface 6 for forwarding the detected air pressure to the central control unit 3 and / or the main control unit 8. For example, the railcar bus 15 can be connected to the interface 6.

[0079] The central control unit 3 has a central interface 12, via which it is connected to the main control unit 8. The train bus 14, for example, is connected to the central interface 12.

[0080] List of reference symbols

[0081] HL main air line

[0082] MCV main control valve

[0083] EA electromechanical actuator

[0084] PCV pilot valve

[0085] HLC electronic control device

[0086] AL automated air shut-off valve

[0087] 1 train coupling

[0088] 2 compressed air connection

[0089] 3 central control unit

[0090] 4 far end of the main air line

[0091] 5 Pressure sensor

[0092] 6 Interface

[0093] 7 Air clutch

[0094] 8 Main control unit

[0095] 9 locomotives

[0096] 10 screw cap

[0097] 11 Control output

[0098] 12 Central interface

[0099] 13 wagons

[0100] 14 train bus

[0101] 15 wagon buses

[0102] 16 Control air connection

[0103] 17 pistons

[0104] 18 spring accumulators

[0105] 19 Sensor input

[0106] 20 valve bodies

[0107] 21 electric clutch

Claims

Patent claims Main air line shut-off device for a rail vehicle; with a main air line (HL); with a main control valve (MCV) arranged in the main air line (HL), with which the main air line (HL) can be shut off pressure-tight; characterized by the following features: with an electromechanical actuator (EA), with which the main control valve (MCV) can be selectively brought into an open or closed position; with a pilot control valve (PCV) mechanically actuated by a mechanical train coupling (1) assigned to the main air line shut-off device, wherein the pilot control valve (PCV) can be brought with the mechanical train coupling (1) from a venting state into a state in which the main control valve (MCV) is pressurized with compressed air, and the main control valve (MCV) is connected to the pilot control valve (PCV) in such a way thatthat it is brought into its open position and / or held in the open position in a state in which the pilot control valve (PCV) is subjected to an air pressure above a predetermined limit value. Main air line shut-off device according to claim 1, characterized in that the main control valve (MCV) can be moved from the open to the closed position by means of the electromechanical actuator (EA) against a spring force, and the pilot control valve (PCV) is arranged in a compressed air connection (2) from the main air line (HL), in particular from a free end (4) of the main air line (HL) assigned to the mechanical pull coupling (1), to the main control valve (MCV), can be brought into a state releasing the compressed air connection (2) by closing the mechanical pull coupling (1), and by opening the mechanical, The traction coupling (1) can be brought into a state in which the compressed air connection (2) is vented. Main air line shut-off device according to one of claims 1 or 2, characterized in that an electronic control device (HLC) is provided for controlling the main control valve (MCV), which has a control output (11) connected to the electromechanical actuator (EA) and a control input and / or an interface (6) for a central control unit (3). Main air line shut-off device according to claim 3, characterized in that a pressure sensor (5) is arranged in the main air line (HL) between the main control valve (MCV) and a free end (4) of the main air line (HL) assigned to the mechanical traction coupling (1), which pressure sensor is connected to the electronic control device (HLC) in order to transmit the current air pressure in the main air line (HL) to the electronic control device (HLC).Main air line shut-off device according to one of claims 2 to 4, characterized in that the electronic control device (HLC) is set up to move the main control valve (MCV) from the open to the closed position only when the pressure value detected by the pressure sensor (5) is below a predetermined minimum pressure value. Main air line shut-off device according to one of claims 4 or 5, characterized in that the electronic control device (HLC) comprises an output and / or an interface (6) for forwarding the pressure value detected in the main air line (HL). Main air line shut-off device according to one of claims 1 to 6, characterized in that the pilot valve (PCV) is designed as a 4 / 2-way. Directional control valve is designed and / or the main control valve (MCV) is designed as a pressure compensator. Coupling device for the mechanical and pneumatic coupling of a rail vehicle with an opposite coupling device; with a main air line shut-off device according to one of claims 1 to 7; with a mechanical train coupling (1); with an air coupling (7) with which the main air line (HL) of the rail vehicle can be coupled in a pressure-tight manner to an opposite air coupling, wherein the mechanical train coupling (1) and the air coupling (7) are designed for automated remote actuation. Coupling device according to claim 8, characterized in that the coupling device is also designed for electrical coupling of the rail vehicle with an opposite coupling device and has an electrical coupling (21).Coupling device according to one of claims 8 or 9, characterized in that the air coupling (7) and in particular the electrical coupling (21) is / are integrated into the mechanical traction coupling (1). Coupling device according to one of claims 8 to 10 with a main air line shut-off device according to one of claims 2 to 7, characterized in that the mechanical traction coupling (1) is designed with a rotary closure (10) which can be locked by moving the mechanical traction coupling (1) against an opposite mechanical traction coupling (1) and is designed to move the pilot valve (PCV) from the state venting the compressed air connection (2) to the state releasing the compressed air connection (2).

12. Rail vehicle with two coupling devices according to one of claims 8 to 11, wherein one of the two coupling devices is arranged in the region of a front end of the rail vehicle and the main air lines (HL) of the coupling devices form a common main air line (HL).

13. Rail vehicle according to claim 12, characterized in that a central control unit (3) is provided which is connected to the control devices (HCL) of both coupling devices in order to control them and has a central interface (12) for a higher-level main control unit (8).

14. Rail vehicle assembly comprising a plurality of rail vehicles according to claim 13, wherein a main control unit (8) is provided, in particular in a locomotive (9) driving the rail vehicle assembly, which is connected to the central control units (3) of the individual rail vehicles in order to control them.

15. A method for closing a main control valve (MCV) at a rail vehicle assembly end of a rail vehicle assembly comprising a plurality of rail vehicles according to one of claims 12 or 13, in particular a rail vehicle assembly according to claim 14, comprising the following steps: - electronically identifying the main control valve (MCV) at the rail vehicle connection end by detecting an open state of the associated mechanical train coupling (1); - Sending a control signal to the electronic control device (HCL) associated with the main control valve (MCV) at the rail vehicle link end to control the electromechanical actuator (EA) to move this main control valve (MCV) to the closed position. Method according to claim 15, characterized by the following further steps after bringing the main control valve (MCV) at the rail vehicle connection end into the closed position: - filling the main air line (HL) with compressed air; - electronic query of all pressure sensors (5) in the rail vehicle network and comparison of the recorded pressure values ​​with an upper specified value; - returning the main control valve (MCV) at the end of the rail vehicle assembly to the open position; - repositioning the main control valve (MCV) on the Rail vehicle assembly end into the closed position after a pressure drop in the main air line (HL) to a predetermined pressure has occurred; - renewed query of all pressure sensors (5) in the rail vehicle assembly and comparison of the recorded pressure values ​​with a lower specified value.

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