Arrangement for transferring a gaseous energy carrier

Abstract

The invention relates to an arrangement for transferring a gaseous energy carrier, comprising a connecting hose (20), a first rail vehicle (WAG), and a second rail vehicle (LOK). The connecting hose (20) is arranged between the first rail vehicle (WAG) and the second rail vehicle (LOK) in order to transfer the gaseous energy carrier from the first rail vehicle (WAG) to the second rail vehicle (LOK). The connecting hose (20) has an inner hose (22) which is designed to transfer the gaseous energy carrier. The connecting hose (20) has an outer hose (23) which, when viewed in cross section, completely surrounds the inner hose (22) and is filled with compressed air. In order to monitor the compressed air, a control system (figure 4) is connected to the outer hose (23). The control system is designed in such a way that, in the event of a change in pressure of the compressed air in the outer hose (23), the transport of the gaseous energy carrier in the inner hose (22) is interrupted.

Description

[0001] 2024 10659

[0002] 1

[0003] Description

[0004] Arrangement for the transfer of a gaseous energy carrier

[0005] The invention relates to an arrangement for transferring a gaseous energy carrier via a connecting hose, a first rail vehicle, and a second rail vehicle. The connecting hose is arranged between the first rail vehicle and the second rail vehicle to transfer the gaseous energy carrier from the first rail vehicle to the second rail vehicle.

[0006] Introduction and State of the Art

[0007] Alternative drive concepts, which are increasingly prioritized for environmental reasons, utilize, among other things, gaseous energy carriers such as hydrogen. This is converted into electrical energy in conjunction with fuel cells and used as drive energy. Both on the road (e.g., in city buses) and on the railways, experimental and production vehicles using this technology are in operation.

[0008] One problem is the energy density of gaseous energy carriers. Compared to liquid fossil fuels, such as diesel or gasoline, the energy density of gaseous energy carriers is significantly lower, meaning that larger volumes are required to store gaseous energy carriers for the same energy density than is the case with liquid fossil fuels.

[0009] This problem is further exacerbated in rail transport because very large amounts of energy are required for adequate use, but the locomotives often have insufficient storage space or tanks for transporting the gaseous energy carrier.

[0010] To solve this problem, it is conceivable to arrange drive components (fuel cells, etc.) and fuel tanks separately for a train consist. It would make sense to concentrate the drive components on one locomotive of the train consist, while mounting the necessary fuel tanks on other vehicles pulled by the locomotive, for example, on a tender, freight or passenger cars, or concentrating them in a so-called energy compartment of a double locomotive. 2024 10659

[0011] 2

[0012] However, these solutions require that the gas-bound energy carrier be transported from the wagon to the locomotive via a (supply) line.

[0013] Unlike pneumatic lines, which are almost exclusively used in trains for compressed air supply or compressed air-based controls, different requirements must be met for lines carrying gaseous energy carriers. The main reasons for this are: firstly, in the event of damage, an air mixture with the gaseous energy carrier can explode in combination with an ignition source; and secondly, the pressure level when using the gaseous energy carrier, at a value greater than 350 bar, is much higher than the pressure used in pneumatic systems (values ​​in the range of 5 bar are typical).

[0014] For these reasons, connecting lines carrying gaseous energy carriers that run between vehicles of a train consist must have special protective mechanisms to prevent extreme or out-of-service conditions (such as flying ballast, train separations, falling overhead lines, etc.) from leading to a catastrophe.

[0015] A known solution is described in German patent application DE 102022 200 963 A1, which addresses a connecting pipe used between passenger cars. The connecting pipe is protected by an enclosing bellows located between the cars. Further devices (spring units, cables, etc.) ensure that, in the event of train separation, the connecting pipe is closed and safely uncoupled to prevent the escape of the gaseous energy carrier it contains.

[0016] Task

[0017] The object of the invention described below is to provide a solution for protecting a line by which a gaseous energy carrier is transported between two rail vehicles (e.g. between a locomotive and a coupled wagon or freight wagon).

[0018] This problem is solved by the features of claim 1. Advantageous further developments are specified in the dependent claims. 2024 10659

[0019] 3

[0020] Description of the invention

[0021] The invention relates to an arrangement for transferring a gaseous energy carrier via a connecting hose, a first rail vehicle, and a second rail vehicle. The connecting hose is arranged between the first and second rail vehicles to transfer the gaseous energy carrier from the first to the second rail vehicle. The connecting hose has an inner hose designed for the transfer of the gaseous energy carrier. The connecting hose has an outer hose which, in cross-section, completely encloses the inner hose and is filled with compressed air. A control system is connected to the outer hose to monitor the compressed air. The control system is designed such that a change in the pressure of the compressed air in the outer hose interrupts the transport of the gaseous energy carrier in the inner hose.

[0022] In an advantageous further training, the control system is a pneumatic control system.

[0023] In an advantageous further development, the outer hose and / or the inner hose is made of a resistant material to protect the hose from harmful environmental conditions or mechanical impacts.

[0024] In an advantageous further development, the pneumatic control system has a protective valve and a control valve coupled to it.

[0025] The safety valve is connected on the inlet side to a compressed air-based braking system of the first and / or second rail vehicle. On the outlet side, the safety valve is connected to the outer hose via a filling throttle. On the outlet side, the safety valve is coupled to the control valve via a reference throttle and a reference reservoir downstream of the reference throttle.

[0026] The control valve is connected on the inlet side to an energy carrier pressure accumulator containing the gaseous energy carrier intended for transfer. On the outlet side, the control valve is connected to the inner hose via an energy carrier filling line.

[0027] In an advantageous further development, the protective valve is connected on the inlet side via a compressed air reservoir and via a serially connected check valve to a main air line 2024 10659

[0028] 4 are part of the compressed air-based brake system. The compressed air reservoir is filled via the main air line and the check valve.

[0029] In an advantageous further development, the reference throttle and the filling throttle have identical characteristics, so that a pressure build-up and / or a pressure drop at the respective throttle is passed on to downstream components of the arrangement with a time delay.

[0030] In an advantageous further development, the reference container has a volume that corresponds to the volume of the compressed air-filled outer hose.

[0031] In an advantageous further development, the control valve has a valve block that is adjustable between three positions.

[0032] The outer hose is connected to the control valve via a reference line.

[0033] The position of the control valve's valve block is determined by a pressure difference between a pressure in the reference reservoir and a pressure in the outer hose, which reaches the control valve via the reference line.

[0034] The safety valve has a valve block that can be adjusted between three positions.

[0035] The two valve blocks are coupled to each other, preferably mechanically, so that the position of the valve block of the protective valve is determined by the position of the valve block of the control valve.

[0036] In an advantageous embodiment, with an undamaged outer hose, the compressed air in the reference reservoir and the compressed air in the control line (31) have an identical pressure level. Due to this identical pressure level, the control valve's valve block is positioned so that the energy carrier pressure reservoir is connected to the inner hose via the control valve's valve block. Due to the coupling of the valve blocks, the safety valve's valve block is positioned so that the compressed air reservoir is connected to the outer hose via the safety valve's valve block. As a result, the reference reservoir and the outer hose are pressurized with compressed air and have the same pressure level.

[0037] In an advantageous further development, a pressure difference can be detected between the inlet and outlet of the filling throttle when the outer hose is damaged and the inner hose remains undamaged. This results in a higher compressed air pressure in the reference container and a lower compressed air pressure in the control line. Due to the pressure difference, 2024 10659

[0038] 5. Due to the difference between the reference reservoir and the control line, the control valve's valve block is positioned in such a way that the supply of the gaseous energy carrier from the energy carrier pressure reservoir to the inner hose is interrupted by the valve block, and the inner hose is connected to the environment of the rail vehicle via the valve block. This serves to vent the inner hose or to discharge any remaining gaseous energy carrier into the environment of the rail vehicle in a controlled manner. Due to the coupling of the valve blocks, the safety valve's valve block is positioned in such a way that the compressed air reservoir is connected to the outer hose via the safety valve's valve block.

[0039] In a further advantageous design, damage to the outer hose causes the main air line to vent, resulting in a pressure drop in the main air line. This pressure drop in the main air line results in the braking of the rail vehicle(s).

[0040] In an advantageous further development, if the outer hose and the inner hose are damaged simultaneously, a pressure of the compressed air in the control line can be detected that is higher than the pressure in the reference line 28. Due to the pressure difference, the valve block of the control valve is brought into a position in which the supply of the gaseous energy carrier from the energy carrier pressure reservoir to the inner hose is interrupted by the valve block, and in which the inner hose is connected by the valve block to an environment of the rail vehicle in order to vent the inner hose or to guide any remaining portion of the gaseous energy carrier in the inner hose into the environment of the rail vehicle in a controlled manner.Due to the coupling of the valve blocks, the valve block of the safety valve is brought into a position in which the compressed air reservoir and thus the main air line are connected via the valve block of the safety valve to an outlet, so that the main air line is vented via the outlet.

[0041] In an advantageous further development, damage to the outer hose also vents the main air line, resulting in a pressure drop in the main air line and thus causing the rail vehicle(s) to brake. 2024 10659

[0042] 6

[0043] Advantages:

[0044] The present invention provides a simple and cost-effective solution using a proven technology to protect a line for transporting a gaseous energy carrier between two rail vehicles (locomotive, carriage, freight car).

[0045] The present invention reliably and immediately detects mechanical damage to the pipe that could lead to the escape of the gaseous energy carrier and reliably implements an automatic shut-off of the pipe.

[0046] The present invention is particularly applicable to wagons or freight wagons that transport the gaseous energy carrier in a tank container located in an underfloor area of ​​the wagon.

[0047] The present invention can be used for all types of rail vehicles - even for simply constructed wagons or freight wagons that have neither an electrical power supply nor are integrated into a train diagnostic system.

[0048] Character description

[0049] The invention is explained in more detail below with the aid of a drawing.

[0050] This shows:

[0051] FIG 1 shows a basic structure of a compressed air-based brake in a train with freight wagons, in which the invention is applied in the course of a pneumatic extension,

[0052] FIG 2 and FIG 3 with reference to FIG 1 show a connecting hose according to the invention,

[0053] FIG 4 with reference to the preceding figures shows a pneumatic control system for the connecting hose designed according to the invention,

[0054] FIG 5 shows the pneumatic control system from FIG 4 in the event of damage to the outer hose,

[0055] FIG 6 shows the pneumatic control system from FIG 4 in the event of damage to the inner hose, and

[0056] FIG 7 shows the behavior of the pneumatic control system during normal pneumatic brake operation. 2024 10659

[0057] 7

[0058] FIG 1 shows a simplified or basic design of a compressed air-based brake in a train with freight wagons, in which the invention is used.

[0059] The train here consists of a locomotive (LOK) and at least one attached wagon (WAG). The locomotive (LOK) and the wagon (WAG) are connected to each other via a pressurized main air line (11).

[0060] In the event of a desired braking operation, the locomotive driver of the locomotive LOK activates a driver's brake valve 10 via a lever HEB pressed in a first direction.

[0061] The driver's brake valve 10 has three settings on an associated valve block. In a first setting (shown here as the center position), the main air line 11 is disconnected from a compressed air reservoir DLB; in a second setting (shown here as the right position), the main air line 11 is connected to an outlet OFF to reduce the pressure in the main air line 11; and in a third setting (shown here as the left position), the main air line 11 is connected to the compressed air reservoir DLB to increase the pressure in the main air line 11.

[0062] During the desired braking process, the corresponding valve block at the driver's brake valve 10 is moved one position to the left from the first setting shown here, thus initiating the second setting. The main air line 11 is now connected to an outlet OFF, and the pressure in the main air line 11 is reduced accordingly.

[0063] A pneumatic brake valve 13 of the WAG vehicle is controlled via the main air line 11.

[0064] The brake valve 13 has three settings. In one

[0065] - In the first setting (shown here as the middle position), a compressed air reservoir 12 is separated from a brake cylinder 14,

[0066] - In the second setting (shown here as the right position), the compressed air reservoir 12 is connected to the brake cylinder 14, and in a

[0067] - In the third setting (shown here as the left position), brake cylinder 14 is connected to an OFF outlet. 2024 10659

[0068] 8

[0069] The pressure reduction in the main air line 11 causes the associated valve block at the brake valve 13 to be moved one position to the left from the first setting shown here by a spring coupled to the valve block, thus initiating the second setting. The compressed air reservoir 12 is connected to the brake cylinder 14 accordingly.

[0070] This causes air to flow from the compressed air reservoir 12 into the brake cylinder 14, which in turn presses a brake BR onto a wheel 15 of the wagon WAG. The braking process is initiated.

[0071] If the train driver wants to release the BR brake, he operates the HEB lever in a second direction (opposite to the first direction).

[0072] At the driver's brake valve 10, the associated valve block is moved one position to the right from the first setting shown here, thus initiating the third setting. This connects the main air line 11 to the compressed air reservoir DLB, increasing the pressure in the main air line 11.

[0073] Due to the increased pressure in the main air line 11, the associated valve block of the pneumatically controlled brake valve 13 is "pushed to the right" from the first setting shown here by one position, thus initiating the third setting.

[0074] The brake cylinder 14 is thereby connected to the outlet OFF, so that the compressed air previously acting on the brake cylinder 14 escapes to the outside and the pressure on the brake cylinder 14 is reduced.

[0075] A spring is provided between the brake cylinder 14 and the brake BR in such a way that, due to the reduced pressure in conjunction with the spring, the brake BR is released.

[0076] The BR brake is preferably released in accordance with UlC regulations to ensure that an emergency brake application is automatically initiated in the event of a train separation. According to UlC specifications, the pressure in the main air line 11 is 5.0 bar when the brake is released. In the event of a train separation, the main air line 11 is severed, and consequently, the pressure in the main air line 11 will drop below 5.0 bar. As a result, an emergency brake application is automatically initiated.

[0077] As described, the compressed air reservoir 12 provides the compressed air required for braking. In the simplest case, the compressed air reservoir 12 is filled via the main air line 11. Filling 2024 10659

[0078] 9 occurs when the brake BR is released, when the pressure of the main air line 11 is increased to 5.0 bar. In this case, compressed air flows from the main air line 11 into the compressed air reservoir 12 via a check valve 16.

[0079] The pressure level in the compressed air reservoir 12 is therefore normally 5.0 bar. If braking is initiated by the described pressure reduction in the main air line 11, the check valve 16 closes and the pressure level in the compressed air reservoir 12 is maintained at approximately 5.0 bar, with the pressure in the compressed air reservoir 16 decreasing slightly due to the braking. This corresponds to the situation when the train is in motion.

[0080] Trains are also taken out of service. In this case, the compressed air reservoir 12 initially also contains a pressure level of 5.0 bar. During longer periods of inactivity, this pressure level in compressed air reservoir 12 decreases to below 5.0 bar due to leaks.

[0081] FIG 2 and FIG 3 show, with reference to FIG 1, a connecting hose 20 designed according to the invention.

[0082] Via the connecting hose 20, a gaseous energy carrier (especially hydrogen) is transferred from a tank container (not shown here) of the wagon WAG to the locomotive LOK, where it is used as part of a drive system.

[0083] Alternatively or additionally, a correspondingly constructed connecting hose 20 is also used to transport the gaseous energy carrier between two adjacent wagons 24 of a train - for example, if tank containers of the gaseous energy carrier are distributed across several wagons 24 of the train or if the wagon 24 with the tank container cannot be directly connected to the locomotive LOK, etc.

[0084] The connecting hose 20 has two couplings 21. The connecting hose 20 is constructed in two parts, consisting of an inner hose 22, which transports the gaseous energy carrier, and an outer hose 23.

[0085] Viewed from the cross-section of hose 20, the outer hose 23 completely surrounds the inner hose 22. 2024 10659

[0086] 10

[0087] Preferably the outer hose 23 is made of a resistant material, so that the inner hose 22 is protected from harmful environmental conditions (gravel flying, heat, etc.) via the outer hose 23.

[0088] As described below, the outer hose 23 is pressurized with compressed air inside, the compressed air being monitored via a pneumatic control system described below.

[0089] The pneumatic control system monitors a predetermined compressed air pressure. A pressure drop indicates damage to the connecting hose 20 (i.e., the inner hose 22 and / or the outer hose 23).

[0090] Accordingly, the pneumatic control system prevents the transport of the gaseous energy carrier through the connecting hose 20 or through the inner hose 22.

[0091] FIG 4 shows, with reference to the preceding figures, a pneumatic control system according to the invention for the connecting hose 20.

[0092] As described above, the connecting hose 20, being a vulnerable component, has a two-part construction. The gaseous energy carrier is transported in the inner hose 22, with the wall or sheath of the inner hose 22 being dimensioned and made of a material suitable for the pressure level of the transported gaseous energy carrier.

[0093] The outer hose 23, which surrounds the inner hose 22, is arranged around it, the outer hose 23 being filled with compressed air from the compressed air-based brake system described in FIG 1.

[0094] The outer hose 23 is connected to the main air line 11 via a compressed air filling line 26 and a subsequent series circuit consisting of a filling throttle 27, a protective valve 38, the compressed air reservoir 12 and the check valve 16.

[0095] The compressed air reservoir 12 is filled via the main air line 11 and the check valve 16, as described above in FIG. 1. 2024 10659

[0096] 11

[0097] The protective valve 38 has a sliding valve block that can assume three positions.

[0098] In the middle position of the valve block of the protective valve 38 shown here, the valve head is designed in such a way that compressed air from the compressed air reservoir 12 enters the outer hose 23.

[0099] The inner hose 22 is connected to an energy carrier pressure accumulator 25 via a control valve 29 and via an energy carrier filling line 30.

[0100] The control valve 29 has a movable valve block that can assume three positions.

[0101] In the middle position of the control valve 29 shown here, the valve block is designed such that the gaseous energy carrier from the energy carrier pressure accumulator 25 enters the inner hose 22.

[0102] The control valve 29 and the protection valve 38 or their valve blocks are functionally coupled to each other, so that the two valve blocks each have an identical position via the coupling - here both valve blocks have the described middle position, which indicates normal operation of the pneumatic control system with an undamaged connecting hose 20.

[0103] Preferably, the two valve blocks of the control valve 29 and the safety valve 38 are mechanically connected to each other, for example via a rod, a slide, etc., so that a movement of the valve block of the control valve 29 results in a movement in the same direction of the valve block of the safety valve 38. This ensures that the two valve blocks have identical positions (see "top" - "middle" - "bottom" in the figure description).

[0104] Viewed in the direction of the compressed air supply from the compressed air reservoir 12, the outlet of the protective valve 38 is coupled to the control valve 29 or to its valve block via a reference line 28, which has a reference throttle 40 and a downstream reference reservoir 39.

[0105] The mechanical coupling of the valve blocks described above causes a corresponding displacement or change in position of the valve block of the protective valve 38. 2024 10659

[0106] 12

[0107] The control valve 29 or its valve block is coupled to the compressed air-carrying outer hose 23 via a control line 31.

[0108] The reference throttle 40 and the filling throttle 27 have identical characteristics, so that a pressure build-up or pressure drop at an input of the respective throttle 40, 27 is passed on to their respective output with a time delay.

[0109] The reference container 39 has a volume that results from the sum of the following individual volumes: the volume of the outer hose 23 filled with compressed air, the volume of the compressed air filling line 26, including the volume of the section from the filling throttle 27 to the protective valve 38, the volume of the reference line 28, and the volume of the control line 31.

[0110] The volume of the outer hose filled with compressed air is significantly larger than the other volumes mentioned, so these can be disregarded in further consideration.

[0111] In the normal operating conditions shown here, the compressed air reservoir 12 is filled with compressed air. The pressure in the reference line 28, and thus in the reference reservoir 39, is identical to the pressure in the control line 31.

[0112] The compressed air in the outer hose 23 and the compressed air in the compressed air tank 12 have an identical pressure level.

[0113] The identical pressure level holds the valve block of the control valve 29 and, via the coupling described above, also the valve block of the protective valve 38 in their respective middle positions shown.

[0114] A pressure difference between the pressure in the reference line 28 and the pressure in the control line 31 causes a displacement or change in position of the valve block of the control valve 29 and, via the coupling, a displacement or change in position of the valve block of the protective valve 38.

[0115] A control panel 34 is linked to the valve block of the control valve 29, or rather to its position. Under normal operating conditions, control panel 34 displays a status of "OK". 2024 10659

[0116] 13

[0117] This means that the hose line 20 or its inner hose 22 is open for the gaseous energy carrier and that the gaseous energy carrier is transported without interference from the energy carrier pressure storage tank 25 via the inner hose 22 from the wagon WAG to the locomotive LOK.

[0118] FIG 5, with reference to FIG 4, shows the pneumatic control system in the event of initial damage to the connecting hose 20. Here, it is assumed that the damage is (exclusively) to the outer hose 23, caused, for example, by flying gravel.

[0119] This damage is shown in FIG 5 with a lightning symbol on the connecting hose 20.

[0120] If the outer hose 23 is damaged, the compressed air contained in the outer hose 23 escapes directly into the environment of the locomotive combination LOK with the wagon WAG.

[0121] The resulting loss of compressed air in the outer hose 23 causes a pressure drop in the compressed air filling line 26 and at the filling throttle 27 (on the side shown here on the left), marked by a triangle above the filling throttle 27.

[0122] The pressure drop is delayed due to the characteristics of the filling throttle 27, so that the pressure is maintained via the reference tank 39 by the reference line 28.

[0123] Due to the pressure drop in the outer hose 23 and the simultaneous pressure maintenance via the reference container 39, there is a higher pressure between the filling throttle 27 and the protective valve 38 (i.e., on the right side of the filling throttle 27) than there is between the filling throttle 27 and the outer hose 23 (i.e., on the left side of the filling throttle 27).

[0124] Due to the damage to the outer hose 23, a pressure drop occurs in the outer hose 23, which causes a pressure drop in the control line 31.

[0125] This results in the following scenario: the pressure of the compressed air at the reference vessel 39 is (at least initially) higher than the pressure of the compressed air in the control line 31. This pressure difference pushes the valve block of the control valve 29 into a second position (here downwards). Via the mechanical coupling, the valve block of the safety valve 38 is also pushed into a second position (here downwards). 2024 10659

[0126] 14

[0127] Accordingly, both valve blocks are shifted one position “downwards” to the respective second positions shown here.

[0128] The valve block of the control valve 29 is designed in such a way that in this position it interrupts the supply of the gaseous energy carrier from the energy carrier pressure accumulator 25 to the inner hose 22.

[0129] The valve block of the control valve 29 is additionally designed such that in this position it vents the inner hose 22: in this position the inner hose 22 is connected by the valve block of the control valve 29 to a drain throttle 33 and a subsequent drain line 32, which leads to the open air or to the environment of the locomotive-wagon combination.

[0130] The portion of the gaseous energy carrier remaining in the inner tube 22 is discharged into the environment in a defined manner via the drain throttle 33 and a drain line 32.

[0131] Preferably, this is done in a controlled and slow manner at a safe point on the locomotive-wagon combination or preferably in a safe environment around the locomotive-wagon combination (e.g. outside a tunnel, outside a station, etc.).

[0132] The described venting ensures that no further danger can emanate from the damaged outer hose 22 or the damaged connecting hose 20.

[0133] The indicator panel 34 is controlled in such a way that it displays the status "Not OK". This makes it visible from the outside that there is a problem or defect in the connecting hose 20.

[0134] As shown here by way of example, the compressed air supply from the compressed air reservoir 12 to the outer hose 23 is maintained via the specially designed valve block of the protective valve 38.

[0135] In this process, particularly in the case of severe damage to the outer hose 23, the main air line 11 is vented, resulting in a pressure drop in the main air line 11. 2024 10659

[0136] 15

[0137] This pressure drop in the main air line 11 simultaneously causes a (forced) braking action of the train or the locomotive-carriage combination. The forced braking action was already discussed in FIG. 1 and is further explained in the following FIG. 7.

[0138] The described combination of "interruption of energy carrier transport" in conjunction with "braking of the vehicle combination" forms an additional safety aspect that is realized by the arrangement according to the invention.

[0139] FIG 6 shows, with reference to FIG 4, the pneumatic control system in the event of a second damage to the connecting hose 20.

[0140] This assumes damage affecting the inner tube 22. For example, damage could occur due to aging effects of the inner tube material.

[0141] The damage is shown in FIG 6 with a lightning symbol on the connecting hose 20.

[0142] This situation is considered particularly dangerous: the gaseous energy carrier of the inner hose 22 mixes with the compressed air of the outer hose 23, which is supplied unchanged by the main air line 11, so that an ignitable or explosive gas mixture can be created.

[0143] As described in the introduction, the pressure level of the gaseous energy carrier is significantly higher than the pressure level of the compressed air used for monitoring.

[0144] Accordingly, in the case of the damage described here, the gaseous energy carrier flows from the inner hose 22 into the outer hose 23 at high pressure.

[0145] Consequently, an immediate and strong pressure increase occurs in control line 31.

[0146] The same applies to the pressure in the compressed air filling line 26. Here too, a strong pressure increase occurs, but due to the filling throttle 27, it is passed on to the area of ​​the reference line 28 with a time delay.

[0147] This means that the pressure of the compressed air in the control line 31 is greater than the pressure in the reference line 28 at the time under consideration. 2024 10659

[0148] 16

[0149] This pressure difference causes the valve block of the control valve 29 and, via the mechanical coupling, also the valve block of the protective valve 38 to be pushed into a respective third position - as shown here, both are moved one position "upwards".

[0150] In this third position, the valve block of the control valve 29 is locked by means of a locking spring 37. The valve block of the safety valve 38 also remains in the third position accordingly.

[0151] The functionality of the locking spring 37 will be discussed below.

[0152] The valve block of the control valve 29 is designed in such a way that in this position it interrupts the supply of the gaseous energy carrier from the energy carrier pressure accumulator 25 to the inner hose 22.

[0153] At the same time, the valve block of the control valve 29 is designed such that, in this position, it vents the inner hose 22 via the drain throttle 33 and the drain line 32. The gaseous energy carrier or gas mixture remaining in the inner hose 22 is released in a controlled manner into the environment or the vicinity of the locomotive-wagon combination.

[0154] The valve block of the protective valve 38 is designed such that in the third position the compressed air reservoir 12 and thus the main air line 11 is connected to an outlet AU, so that the main air line 11 is vented via the outlet AU.

[0155] The outlet AU is preferably located in close proximity to the connecting hose 20.

[0156] This venting of the main air line 11 has two consequences: firstly, as described above, an emergency brake application is initiated, thus ensuring a safe condition for the locomotive-carriage combination; and secondly, the compressed air from the compressed air reservoir 12 flows, due to the proximity of the outlet OFF to the connecting hose, against the escaping gaseous energy carrier. This reduces the risk of the formation of an explosive gas mixture.

[0157] Before reaching the third position of the valve blocks described here, damage to the inner hose 22, caused for example by aging, could in the worst case result in 2024 10659

[0158] 17 resulting in the gaseous energy carrier from the inner hose 22 passing through the outer hose 23 and through the subsequent components 26, 27, 38 also entering the compressed air reservoir 12.

[0159] The third position of the valve block of the protective valve 38 then causes a controlled discharge of the compressed air reservoir 12 into the environment via the outlet AU.

[0160] In the case of the damage considered here, both the inner hose 22 and the outer hose 23 are vented via the control valve 29, the drain throttle 33 and the drain line 32: the compressed air in the outer hose 23 flows through the damage between the inner hose 22 and the outer hose 23 together with the gaseous energy carrier as a gas mixture via the control valve 29 and the drain throttle 33 to the drain line 32 or to the open air.

[0161] As the gas mixture flows into the open air via the control valve 29 as described, compressed air also flows from the reference container 39 via the filling throttle 27 and via the damage to the connecting hose 20 to the control valve 29.

[0162] When the gas mixture is released into the atmosphere via the control valve 29, the pressure of the gas mixture in the control line 31 is also reduced. At the same time, the pressure in the reference line 28 and in the reference container 39 is higher with respect to the control line 31.

[0163] Without further action, this would cause the valve block of the control valve 29 to move back to the central position (see FIG. 4). However, this would be incorrect at this point, as long as the goal is to completely vent the outer hose 23 and the inner hose 22.

[0164] To address this issue, the locking spring 37 described above was incorporated into the pneumatic control system shown. This locking spring 37 locks the valve block in its third position, thus preventing the described erroneous movement of the control valve 29's valve block into the middle position.

[0165] Due to the locking action of the locking spring 37, the pressure conditions of reference line 28 and control line 31 no longer play a role in the position of the control valve 29 from this point onward. 2024 10659

[0166] 18

[0167] The locking spring 37 is preferably manually unlocked or opened after the connecting hose 20 has been repaired.

[0168] Here too, the described damage to connecting hose 20 causes the alarm panel 34 to be activated, displaying the status "Not OK". This makes it visible from the outside that there is a problem or defect with connecting hose 20.

[0169] The main air line 11 is also vented here due to the compressed air loss caused by the damage. As shown in FIG. 1, the pressure drop simultaneously initiates (forced) braking of the locomotive-carriage combination.

[0170] Finally, FIG 7 shows the behavior of the pneumatic control system during normal pneumatic brake operation.

[0171] Braking activities of the train also affect the pneumatic control system, which will be examined in more detail below.

[0172] If pneumatic braking is initiated (for example by the locomotive driver LOK), the pressure of the main air line 11 is reduced (see also FIG 1).

[0173] When the pressure of the main air line 11 is reduced, the check valve 16 closes and compressed air flows from the compressed air reservoir 12 via the brake valve 13 to the brake cylinder 14.

[0174] The braking process thus reduces the pressure in the compressed air reservoir 12. In this case, compressed air flows from the reference reservoir 39 via the reference throttle 40 and via the reference line 28 into the pressure reservoir 12, and from the outer hose 23 via the filling line 26 and via the filling throttle 27 into the pressure reservoir 12.

[0175] In this context, it is assumed that the filling throttle 27 and the reference throttle 40 have the same characteristics and that the volume of the outer hose 23 is equal to the volume of the reference container 39.

[0176] When the pressure in the compressed air reservoir 12 is reduced, two absolutely identical compressed air flows result at the reference throttle 40 and at the filling throttle 27. 2024 10659

[0177] 19

[0178] In addition, the pressure develops completely identically in the reference line 28 and in the control line 31.

[0179] This keeps the valve block of the control valve 29 in the central position shown here and desired; in this case, the indicator panel 34 displays the status “OK”.

[0180] The same situation occurs during the so-called "pressure equalization," which is a known state of the art. In this process, the pressure of the main air line 11 is briefly increased from approximately 5.0 bar to 5.5 bar and subsequently slowly reduced again to 5.0 bar.

[0181] In this case, compressed air flows from the main air line 11 into the compressed air reservoir 12. Again, two identical compressed air flows are formed, one towards the reference reservoir 39 and the other towards the outer hose 23. The valve block of the control valve 29 remains in the desired first position, and the indicator panel 34 displays the status "OK".

[0182] In summary, the pneumatic control system is not activated when a routine pneumatic braking action is performed.

[0183] 2024 10659

[0184] 20

[0185] List of reference symbols for character descriptions

[0186] LOCOMOTIVE

[0187] WAG wagon

[0188] Lifting lever

[0189] OFF outlet

[0190] BR brake

[0191] DLB compressed air tank

[0192] AU outlet

[0193] 10 Driver's brake valve

[0194] 11 Main air duct

[0195] 12 compressed air tanks

[0196] 13 Brake valve

[0197] 14 brake cylinders

[0198] 15-inch wheel

[0199] 16 Check valve

[0200] 20 connecting hose

[0201] 21 Clutch

[0202] 22 Inner hose

[0203] 23 Outer hose

[0204] 24 cars

[0205] 25 Energy carrier pressure storage

[0206] 26 Compressed air filling line

[0207] 27 Filling throttle

[0208] 28 Reference line

[0209] 29 Control valve

[0210] 30 Energy carrier filling line

[0211] 31 Control line

[0212] 32 Drain pipe

[0213] 33 Drain throttle

[0214] 34 Reporting board

[0215] 37 Locking spring

[0216] 38 Protective valve

[0217] 39 reference containers

[0218] 40 Reference choke

Claims

2024 10659 21 Patent claims 1. Arrangement for the transfer of a gaseous energy carrier, - with a connecting hose (20), a first rail vehicle (WAG), a second rail vehicle (LOK), - in which the connecting hose (20) is arranged between the first rail vehicle (WAG) and the second rail vehicle (LOK) to transfer the gaseous energy carrier from the first rail vehicle (WAG) to the second rail vehicle (LOK), - in which the connecting hose (20) has an inner hose (22) designed for the transmission of the gaseous energy carrier, - in which the connecting hose (20) has an outer hose (23) which, viewed in cross-section, completely encloses the inner hose (22) and is filled with compressed air, - in which a control system is connected to the outer hose (23) for monitoring the compressed air, - in which the control system is designed in such a way that, in the event of a change in the pressure of the compressed air in the outer hose (23), the transport of the gaseous energy carrier in the inner hose (22) is interrupted.

2. Arrangement according to claim 1, wherein the control system is a pneumatic control system.

3. Arrangement according to claim 1 or 2, wherein the outer hose (23) and / or the inner hose (22) is made of a resistant material to protect the hose (22, 23) from harmful environmental conditions or mechanical impacts.

4. Arrangement according to claim 1 or 2, - in which the pneumatic control system has a protective valve (38) and a control valve (29) coupled to it, - in which the protective valve (38) is connected on the inlet side to a compressed air-based braking system of the first rail vehicle (WAG) and / or the second rail vehicle (LOK), - in which the protective valve (38) is connected on the outlet side to the outer hose (23) via a filling throttle (27), 2024 10659 22 - in which the protective valve (38) is coupled to the control valve (29) on the output side via a reference throttle (40) and via a reference reservoir (39) downstream of the reference throttle (40), - in which the control valve (29) is connected on the inlet side to an energy carrier pressure accumulator (25) which contains the gaseous energy carrier intended for transmission, - in which the control valve (29) is connected on the output side to the inner hose (22) via an energy carrier filling line (30).

5. Arrangement according to claim 4, - in which the protective valve (38) is connected on the inlet side via a compressed air reservoir (12) and via a serially subsequent check valve (16) to a main air line (11), which are part of the compressed air-based brake system, - in which the compressed air reservoir (12) is filled via the main air line (11) and via the check valve (16).

6. Arrangement according to claim 5, - in which the reference throttle (40) and the filling throttle (27) have identical characteristics, so that a pressure build-up and / or a pressure drop at the respective throttle (40, 27) is passed on to downstream components of the arrangement with a time delay, and - in which the reference container (39) has a volume that is essentially equivalent to the volume of the compressed air-filled outer hose (23).

7. Arrangement according to claim 6, - in which the control valve (29) has a valve block that is adjustable between three positions, - in which the valve block of the control valve (29) is coupled to the outer hose (23) via a reference line (31), - in which the valve block of the control valve (29) is coupled to the reference reservoir (39), - in which the position of the valve block of the control valve (29) is determined by a pressure difference between a pressure in the reference reservoir (39) and a pressure in the outer hose (23), which reaches the control valve (29) via the reference line (31), - in which the protective valve (38) has a valve block that is adjustable between three positions, 2024 10659 23 - in which the two valve blocks are preferably mechanically coupled to each other, so that the position of the valve block of the protective valve (38) is determined by the position of the valve block of the control valve (29).

8. Arrangement according to claim 7, - where, with an undamaged outer hose (23), the compressed air in the reference reservoir (39) and the compressed air in the control line (31) have an identical pressure level, - in which, due to the identical pressure level, the valve block of the control valve (29) is brought into a position in which the energy carrier pressure accumulator (25) is connected to the inner hose (22) via the valve block of the control valve (29), - in which, due to the coupling of the valve blocks, the valve block of the protective valve (38) is brought into a position in which the compressed air reservoir (12) is connected to the outer hose (23) via the valve block of the protective valve (38), so that the reference reservoir (39) and the outer hose (23) are pressurized with compressed air and have the same pressure level.

9. Arrangement according to claim 8, - where, with a damaged outer hose (23) and an undamaged inner hose (22), a pressure difference can be detected between the inlet and outlet of the filling throttle (27), resulting in a higher pressure of the compressed air in the reference container (39) and a lower pressure of the compressed air in the control line (31), - in which the pressure difference between the reference container (39) and the control line (31) brings the valve block of the control valve (29) into a position in which the supply of the gaseous energy carrier from the energy carrier pressure accumulator (25) to the inner hose (22) is interrupted by the valve block and in which the inner hose (22) is connected by the valve block to an environment of the rail vehicle (LOK, WAG) in order to vent the inner hose (22) or to guide any remaining portion of the gaseous energy carrier in the inner hose (22) into the environment of the rail vehicle (LOK, WAG) in a defined manner, - in which, due to the coupling of the valve blocks, the valve block of the protective valve (38) is brought into a position in which the compressed air reservoir (12) is connected to the outer hose (23) via the valve block of the protective valve (38). 2024 10659 24 10. Arrangement according to claim 9, - where, due to damage to the outer hose (23), the main air line (11) is vented via the valve block of the protective valve (38), resulting in a pressure drop on the side of the main air line (11), - where the pressure reduction of the main air line (11) results in a braking of the rail vehicle or rail vehicles.

11. Arrangement according to claim 10, - where, in the case of a damaged outer hose (23) and a simultaneously damaged inner hose (22), a pressure of the compressed air in the control line (31) can be detected which is higher than the pressure in the reference line (28), - in which the pressure difference brings the valve block of the control valve (29) into a position and locks it there, in which the supply of the gaseous energy carrier from the energy carrier pressure accumulator (25) to the inner hose (22) is interrupted by the valve block, and in which the inner hose (22) is connected by the valve block to an environment of the rail vehicle (LOK, WAG) in order to vent the inner hose (22) or to guide any part of the gaseous energy carrier remaining in the inner hose (22) in a defined manner into the environment of the rail vehicle (LOK, WAG), - where, due to the coupling of the valve blocks, the valve block of the protective valve (38) is brought into a position in which the compressed air reservoir (12) thus connects to the main air line (11) are connected via the valve block of the protective valve (38) to an outlet (AU) so that the main air line (11) is vented via the outlet (AU).

12. Arrangement according to claim 11 , - where, due to damage to the outer hose (23), the main air line (11) is vented via the valve block of the protective valve (38), resulting in a pressure drop on the side of the main air line (11), - where the pressure reduction of the main air line (11) results in a braking of the rail vehicle or rail vehicles.

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