CA2800336A1 - Coupling for rail vehicles, in particular for recovering a rail vehicle which is not operable under its own power - Google Patents
Coupling for rail vehicles, in particular for recovering a rail vehicle which is not operable under its own power Download PDFInfo
- Publication number
- CA2800336A1 CA2800336A1 CA2800336A CA2800336A CA2800336A1 CA 2800336 A1 CA2800336 A1 CA 2800336A1 CA 2800336 A CA2800336 A CA 2800336A CA 2800336 A CA2800336 A CA 2800336A CA 2800336 A1 CA2800336 A1 CA 2800336A1
- Authority
- CA
- Canada
- Prior art keywords
- coupling rod
- spring device
- coupling
- force
- rail vehicle
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Abandoned
Links
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
- B61G7/00—Details or accessories
- B61G7/08—Adjustable coupling heads
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
- B61D15/00—Other railway vehicles, e.g. scaffold cars; Adaptations of vehicles for use on railways
- B61D15/06—Buffer cars; Arrangements or construction of railway vehicles for protecting them in case of collisions
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
- B61G5/00—Couplings for special purposes not otherwise provided for
- B61G5/02—Couplings for special purposes not otherwise provided for for coupling articulated trains, locomotives and tenders or the bogies of a vehicle; Coupling by means of a single coupling bar; Couplings preventing or limiting relative lateral movement of vehicles
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Transportation (AREA)
- Vehicle Body Suspensions (AREA)
Abstract
The invention relates to a coupling arrangement for a rail vehicle (1) for coupling the rail vehicle to a second rail vehicle (2), in particular for recovering a second rail vehicle (2) which is incapable of moving under its own force, wherein the arrangement has: a coupling rod (11) for mechanically connecting and as a result coupling the rail vehicles (1, 2), a supporting structure (17, 35) by means of which the coupling rod (11) can be connected to the rail vehicle (1), wherein the coupling rod (11) can be pivoted in relation to the supporting structure (17, 35), with the result that the coupling rod (11) can correspondingly pivot when the rail vehicles (1, 2) which are coupled to one another travel around a bend, at least one spring device (21, 30) which is mounted on the supporting structures (17, 35) and is arranged in such a way that, at least in a first predefined operating state of the arrangement, the coupling rod (11) can be exclusively moved by said arrangement into a predefined range of pivoted positions relative to the supporting structure (17, 35) and can remain in the predefined range of pivoted positions exclusively as a result of this, that a force is applied via the coupling rod (11) to the spring device (21, 30), with the result that a corresponding opposing force which is generated by the spring device (21, 30) would, given a reduction in the applied force, pivot the coupling rod (11) in the direction of a neutral position in which the coupling rod (11) would be oriented with its longitudinal axis in the direction of travel of the coupled rail vehicles (1, 2) in the case of straight-ahead travel.
Description
i 1 Coupling for rail vehicles, in particular for recovering a rail vehicle which is not operable under its own power The invention relates to a coupling system for a rail vehicle for coupling the rail vehicle to a second rail vehicle, in particular for recovering a second rail vehicle which is not operable under its own power. The invention further relates to a rail vehicle having such a coupling system. Moreover, the invention relates to a method for reducing the risk of derailment during the operation of coupled rail vehicles, a first rail vehicle being coupled to a second rail vehicle via a coupling rod, in particular for recovering a second rail vehicle which is not operable under its own power. The invention further relates to a method for manufacturing the coupling system, and for manufacturing a rail vehicle having such a coupling system. The rail vehicles are in particular light rail vehicles such as streetcars.
For recovering a rail vehicle which is no longer operable under its own power, it is known to couple an operable rail vehicle thereto and to either tow or push the inoperable rail vehicle. In some situations it is not possible, or if so, only with great effort, to tow the inoperable rail vehicle. Therefore, pushing the inoperable rail vehicle cannot be avoided in all cases.
When sharp curves are traveled around during pushing of the inoperable rail vehicle, transverse forces are introduced into the pushing rail vehicle which are directed transversely with respect to the longitudinal axis of the rail vehicle. The longitudinal axis of the rail vehicle is the axis in a horizontal plane which is oriented in the direction of travel during straight-ahead travel. The sharper the curves that are traveled around in the pushing operation, the greater the component of the transverse force.
Sharp curves on slopes exist In some rail networks. Thus, if the inoperable rail vehicle is pushed uphill around the sharp curve, the force acting on the pushing rail vehicle via the coupling increases significantly, namely, by the magnitude of the downhill force.
The transverse force also correspondingly increases. The transverse force may thus reach an intensity which pushes the outside wheel of the first axle, situated at the front in the direction of travel, outwardly against the rail with such force that the wheel may lift up, even resulting in derailment.
It is an object of the present invention to provide a coupling system, a rail vehicle having such a coupling system, a method for operating coupled rail vehicles, and a manufacturing method for manufacturing such a coupling system or such a rail vehicle, which reduce the risk of derailment in the coupling operation.
According to a basic concept of the present invention, a spring device is provided. A
spring device is understood to mean a device which undergoes an elastic, reversible change in shape under the action of an external force, and thus generates a corresponding counterforce according to Newton's Law. The deformation may be, for example, the elastic deformation of a solid material, for example a helical spring or assembly of leaf springs. However, it is preferred that the spring device has a piston/cylinder unit, whereby the piston and cylinder undergo a relative motion during the deformation. A gas volume is preferably compressed in the process, so that the resulting increased gas pressure brings about the counterforce. Particularly preferred embodiments are described in greater detail below.
The spring device is used or configured in such a way that when traveling around a curve when there is a risk of derailment, the coupling device exerts a force on the spring device which generates the counterforce. This is based on the knowledge that when traveling around the curve, the coupling device has a different position and orientation with regard to the supporting parts of the pushing vehicle than is the case for straight-ahead travel. Therefore, when the rail vehicles which are coupled together travel into a curve, the position and orientation of the coupling device change. The coupling device cooperates with the spring device by exerting the force thereon which is necessary for deforming the spring device. The spring device which is mounted on the pushing vehicle is situated in particular on the inner curve side of the coupling device. As a result, the coupling device transmits a force to the pushing rail vehicle via the spring device, and the above-mentioned transverse force is thus reduced, compensated for, or overcompensated for.
For recovering a rail vehicle which is no longer operable under its own power, it is known to couple an operable rail vehicle thereto and to either tow or push the inoperable rail vehicle. In some situations it is not possible, or if so, only with great effort, to tow the inoperable rail vehicle. Therefore, pushing the inoperable rail vehicle cannot be avoided in all cases.
When sharp curves are traveled around during pushing of the inoperable rail vehicle, transverse forces are introduced into the pushing rail vehicle which are directed transversely with respect to the longitudinal axis of the rail vehicle. The longitudinal axis of the rail vehicle is the axis in a horizontal plane which is oriented in the direction of travel during straight-ahead travel. The sharper the curves that are traveled around in the pushing operation, the greater the component of the transverse force.
Sharp curves on slopes exist In some rail networks. Thus, if the inoperable rail vehicle is pushed uphill around the sharp curve, the force acting on the pushing rail vehicle via the coupling increases significantly, namely, by the magnitude of the downhill force.
The transverse force also correspondingly increases. The transverse force may thus reach an intensity which pushes the outside wheel of the first axle, situated at the front in the direction of travel, outwardly against the rail with such force that the wheel may lift up, even resulting in derailment.
It is an object of the present invention to provide a coupling system, a rail vehicle having such a coupling system, a method for operating coupled rail vehicles, and a manufacturing method for manufacturing such a coupling system or such a rail vehicle, which reduce the risk of derailment in the coupling operation.
According to a basic concept of the present invention, a spring device is provided. A
spring device is understood to mean a device which undergoes an elastic, reversible change in shape under the action of an external force, and thus generates a corresponding counterforce according to Newton's Law. The deformation may be, for example, the elastic deformation of a solid material, for example a helical spring or assembly of leaf springs. However, it is preferred that the spring device has a piston/cylinder unit, whereby the piston and cylinder undergo a relative motion during the deformation. A gas volume is preferably compressed in the process, so that the resulting increased gas pressure brings about the counterforce. Particularly preferred embodiments are described in greater detail below.
The spring device is used or configured in such a way that when traveling around a curve when there is a risk of derailment, the coupling device exerts a force on the spring device which generates the counterforce. This is based on the knowledge that when traveling around the curve, the coupling device has a different position and orientation with regard to the supporting parts of the pushing vehicle than is the case for straight-ahead travel. Therefore, when the rail vehicles which are coupled together travel into a curve, the position and orientation of the coupling device change. The coupling device cooperates with the spring device by exerting the force thereon which is necessary for deforming the spring device. The spring device which is mounted on the pushing vehicle is situated in particular on the inner curve side of the coupling device. As a result, the coupling device transmits a force to the pushing rail vehicle via the spring device, and the above-mentioned transverse force is thus reduced, compensated for, or overcompensated for.
Preferably not only one spring device, but also at least one second spring device is provided on the pushing rail vehicle, so that for curves in both directions (right curves and left curves), in each case a spring device is provided which reduces, compensates for, or overcompensates for the transverse force which would otherwise act in the absence of the spring device.
The spring device has at least one part that is situated on the inner curve side of the coupling device. The coupling device exerts the force on this part. The source of the force is the pushed rail vehicle, which itself is supported on the rails of the rail line. It is possible for the entire spring device to be situated on the inner curve side of the coupling device. However, as explained in greater detail below with reference to one particularly preferred embodiment, a part of the spring device may be located in another area which is not situated on the inner curve side of the coupling device and/or between the coupling device and supporting parts of the rail vehicle. In particular, this other part of the spring device may be the part which brings about a resistance to the deformation of the spring device, and thus also generates the counterforce.
This part is a compressed gas container, for example.
The spring device is a device which, in contrast to a vibration damper, is able to undergo a reversible deformation, whereby the counterforce which is generated by the spring device causes a return to the original, undeformed state when the external forces decrease. In contrast, although a vibration damper is able to bring about a resistance to a deformation and also generate a counterforce, the counterforce decreases in comparison to the spring device under the continuing action of external forces. Another feature which distinguishes the spring device from a vibration damper is the property of the spring device to store the mechanical energy necessary for deforming the spring device, and to release this energy when the deformation ceases.
In contrast, a vibration damper dissipates mechanical energy, in particular in the form of heat.
In particular, the following is proposed: A coupling system for a rail vehicle for coupling the rail vehicle to a second rail vehicle, in particular for recovering a second rail vehicle which is not operable under its own power, wherein the system has the following:
- a coupling rod for mechanically connecting and thus coupling the rail vehicles, - a supporting structure via which the coupling rod is connectable to the rail vehicle, the coupling rod being pivotable relative to the supporting structure so that the coupling rod may correspondingly pivot when the rail vehicles which are coupled to one another travel around a curve, - at least one spring device which is mounted on the supporting structures and situated in such a way that, at least in a first predefined operating state of the system, the coupling rod may only be brought into a predefined range of pivot positions relative to the supporting structure, and may only remain in the predefined range of pivot positions, by a force being exerted on the spring device via the coupling rod, so that a corresponding counterforce which is generated by the spring device upon a reduction in the exerted force would pivot the coupling rod in the direction of a neutral position in which the coupling rod would be oriented with its longitudinal axis in the direction of travel of the coupled rail vehicles during straight-ahead travel.
Each coupling device for coupling two rail vehicles traveling one behind the other on a rail line has a coupling rod. A coupling rod is understood to mean an elongated element of the coupling device, whereby forces are transmitted in the longitudinal direction of the coupling rod when the other rail vehicle is pushed or pulled.
In the case of the pushing vehicle, this vehicle transmits, in the longitudinal direction of the coupling rod, the force to the other rail vehicle which results in pushing of the rail vehicle. Conversely, the pushing rail vehicle experiences the corresponding counterforce.
The supporting structure may in particular be parts of the body of the rail vehicle, and/or additional parts which are fixedly connected to the body. In particular, the supporting structure is designed to introduce forces being transmitted via the coupling device into the rail vehicle in such a way that no inadvertent deformations occur and the coupling device is stably supported.
The predefined range of pivot positions of the coupling rod, which differs from other pivot positions in that a force which is exerted by the coupling rod on the spring device within the predefined range preferably does not begin in the neutral position (i.e., in the pivot position which corresponds to the direction of straight-ahead travel).
This is based on the consideration that, for traveling around curves having a large cornering radius, it is not necessary to compensate for the transverse force that is directed toward the outside of the curve. Rather, the predefined range of the pivot position may begin, for example, only in a pivot position in which the longitudinal axis of the coupling rod defines an angle of at least 4 , in particular 6 , with respect to the direction of the neutral position.
In the first predefined operating state, i.e., when a transverse force that is directed toward the outside of the curve is to be reduced, compensated for, or overcompensated for, the coupling rod exerts a force on the spring device in the predefined range of pivot positions. Optionally, there is a second predefined operating state in which the coupling rod is to exert no force, or a smaller force than is the case in the first predefined operating state, on the spring device in the predefined range of pivot positions. The second predefined operating state allows, for example, a coupling operation in which the preceding vehicle itself assists in the drive, or the inoperable second rail vehicle is pulled. In both cases, the forces to be transmitted to the rail vehicle via the coupling rod are smaller, so that the transverse force as well is smaller.
In particular, the coupling rod may have a recess which is coverable by a cover, the recess being covered by the cover in the first predefined operating state so that the force is exerted on the spring device via the cover. In this embodiment, the second predefined operating state may be set in that the recess is not covered or is only partially covered by the cover. The spring device is thus able to protrude into the recess in the predefined range of pivot positions, so that the coupling rod may be brought into the predefined range of pivot positions without exerting a force on the spring device, or by exerting a smaller force on the spring device than in the first predefined operating state.
The cover does not have to be situated completely outside the recess when it covers the recess. Instead, the cover may extend at least partially into the recess when it covers same. In one preferred embodiment, for example, the cover has a curved shape at least in a partial area, the curvature extending at least partially within the recess and cooperating with a part of the spring device which is likewise curved at its free end and is able to roll on the curved surface of the cover in the manner of a ball-and-socket joint (such as the human hip joint, for example). This allows the spring device and the cover to effectively cooperate with one another in the various pivot positions in the predefined range of pivot positions. In particular, the spring device may be articulatedly connected to the supporting structure so that it may undergo pivot motions relative to the supporting structure when the pivot position of the coupling rod changes (this does not apply to the exemplary embodiment described herein having a curved cover).
The spring device in particular is not or does not become permanently coupled to the coupling rod. This may be achieved in particular in that the spring device is not in permanent contact with the coupling rod. For example, for the piston/cylinder unit, to be described in greater detail below, the piston rod may have a free end which faces the coupling rod but does not contact same when the coupling rod is in the neutral position during straight-ahead travel. This has the advantage in particular that the spring device is not subjected to mechanical load when the spring device is to exert no counterforce on the coupling rod.
In particular, the spring device may be or become coupled to the coupling rod and generate the counterforce only when the coupling rod is in or moves in pivot positions in which the coupling rod is pivoted from the neutral position in the direction which is opposite the direction of action of the counterforce of the spring device. In the case of two operating states (see above), this applies only to the first operating state, in which the counterforce is to be generated by the spring device. In the second predefined operating state, the spring device is then also preferably not coupled to the coupling rod (in particular, is not in contact with the coupling rod) when the coupling rod is in or moves in pivot positions in which the coupling rod is pivoted from the neutral position in the direction which is opposite the direction of action of the counterforce of the spring device in the first predefined operating state.
As mentioned above, a further spring device is preferably present on the other side of the coupling rod so that curves in both directions may be traveled. In particular, the two spring devices are of the same type, and function in the same way. The first spring device is situated on a first side of the coupling rod, so that a force must be exerted on the first spring device in order to pivot the coupling rod into the predefined range of pivot positions. The second spring device is situated on the opposite side of the coupling rod in such a way that a force must be exerted on the second spring device in order to pivot the coupling rod into a second predefined range of pivot positions, which is achieved from the neutral position by pivoting in the opposite direction.
In particular, the second predefined range of pivot positions is situated axisymmetrically with respect to the first predefined range of pivot positions with regard to the neutral position.
In particular, the spring device may have a piston/cylinder unit, the piston and the cylinder being moved relative to one another against an elastic force when the coupling rod pivots with exertion of a force on the spring device via the coupling rod, the cylinder being filled with a fluid, and the cylinder interior being connected via a fluid line to a pressure vessel in which the fluid pushes against a pressurized gas volume.
Such an embodiment allows the pressure vessel to be situated in a different area than the part of the spring device which experiences the force from the coupling rod. In particular for two spring devices which are situated on opposite sides of the coupling rod for traveling around curves in different directions, it is possible to use the same pressure vessel for both spring devices. In particular, it is also possible to connect the pressure vessel to the cylinders of the spring device or spring devices only when needed, when the resistance force of the spring devices is required. If the fluid in the cylinder interior is not in communication with the pressurized gas in the pressure vessel, the piston and cylinder of the spring device may be in a relative position in which the coupling rod is pivotable within the predefined range of pivot positions without contact with the piston/cylinder unit. This option offers an alternative to the cover of the recess in the coupling rod to allow selection of a second predefined operating state. In general terms, the state of the spring device is altered to change the interaction between the coupling rod and the spring device in the predefined range of pivot positions, in particular in such a way that force is no longer exerted on the spring device by the coupling rod.
The scope of the invention also includes a rail vehicle having a coupling system in one of the embodiments described in the present description. In particular, in this case the supporting structure, which is a part of the coupling system, is connected to supporting parts of the rail vehicle, or the supporting structure of the coupling system which supports the coupling rod is itself part of the supporting structure of the rail vehicle.
Furthermore, the scope of the invention includes a method for reducing the risk of derailment during operation of coupled rail vehicles, a first rail vehicle being coupled to a second rail vehicle via a coupling rod, in particular for recovering the second rail vehicle which is not operable under its own power, wherein:
- a spring device is used which is mounted on a supporting structure of the first rail vehicle and is situated in the pivot region of the coupling rod, - while the rail vehicles which are coupled to one another are traveling around a curve, the second rail vehicle exerts a force on the spring device via the coupling rod, so that a corresponding counterforce which is generated by the spring device upon a reduction in the exerted force would pivot the coupling rod in the direction of a neutral position in which the coupling rod would be oriented with its longitudinal axis in the direction of travel of the coupled rail vehicles during straight-ahead travel.
Embodiments of the method as well as advantages result from the description of the coupling system. The scope of the invention also includes a method for manufacturing a coupling system, in particular the coupling system in one of the embodiments described in the present description. The manufacturing method in particular contains the following steps:
- Providing a coupling rod and a supporting structure, Attaching the coupling rod to the supporting structure so that the coupling rod is pivotable relative to the supporting structure, and the coupling rod is able to correspondingly pivot when the rail vehicles which are coupled to one another travel around a curve, - Mounting at least one spring device on the supporting structure in such a way that, at least in a first predefined operating state of the system, the coupling rod may only be brought into a predefined range of pivot positions relative to the supporting structure, and may only remain in the predefined range of pivot positions, by a force being exerted on the spring device via the coupling rod, so that a corresponding counterforce which is generated by the spring device upon a reduction in the exerted force would pivot the coupling rod in the direction of a neutral position in which the coupling rod would be oriented with its longitudinal axis in the direction of travel of the coupled rail vehicles during straight-ahead travel.
Embodiments and advantages of the manufacturing method result from the description of the coupling system.
Moreover, the scope of the invention includes a method for manufacturing a rail vehicle, wherein in one of the embodiments described in the present description the coupling device is fastened to supporting parts of the rail vehicle. In particular, the supporting structure of the coupling system is connected to a supporting structure of the rail vehicle or is part of the supporting structure of the rail vehicle.
Exemplary embodiments are now described with reference to the appended drawing.
The individual figures of the drawing show the following:
Figure 1 shows a top view of portions of two rail vehicles which are coupled to one another, Figure 2 shows two coupling rods, each of which is pivotably fastened to one of the two rail vehicles to be coupled to one another, and which are connected to one another for the coupling operation, Figure 3 shows a top view of the supporting structure of a coupling system, with the coupling rod illustrated in a folded-in state, Figure 4 schematically shows one embodiment of a spring device which has a piston/cylinder unit, the spring device also having a pressure vessel in which a pressurized gas is present, Figure 5 shows one preferred embodiment of a coupling rod and the spring device, Figure 6 shows a longitudinal section of the piston/cylinder unit of the spring device illustrated in Figure 5, Figure 7 shows a top view of a portion of the coupling rod of the coupling system illustrated in Figure 5, with the coupling rod illustrated in a partially cutaway view, Figure 8 shows a horizontal section of one preferred embodiment of a coupling system having a coupling rod and a spring device which has a piston/cylinder unit, in a first pivot position of the coupling rod close to the neutral position, Figure 9 shows an illustration of the system from Figure 8, but with the coupling rod in a pivot position in which the coupling rod contacts the piston rod of the piston/cylinder unit, but the piston rod has not yet been moved in the direction of the cylinder, Figure 10 shows the system from Figure 8 and Figure 9, but with the coupling rod in a pivot position in which the piston rod has been moved, and thus, the piston in the cylinder interior has been moved in the direction of the attachment of the piston/cylinder unit, Figure 11 shows the system from Figures 8 through 10, but with the coupling rod in the pivot position with the largest possible angle between the longitudinal axis of the coupling rod and the direction of the neutral position, so that the piston rod and the piston have been moved as far as possible in the direction of the attachment of the piston/cylinder unit, and Figure 12 shows the system from Figure 8 through Figure 11 in the pivot position shown in Figure 11, but with a recess in the coupling rod being open so that the piston rod extends through the recess, and the piston rod and the piston have not been moved in the direction of the attachment of the piston/cylinder unit.
Figure 1 shows a first rail vehicle 1 and a second rail vehicle 2 which are coupled to one another via a coupling device. As parts of the coupling devices, coupling rods 11, 12 are discernible in Figure 1, which at their respective free end are connected to one another approximately in the middle between the rail vehicles 1, 2, and which at their respective other end are pivotably connected to a supporting structure.
As is apparent from the curved progression of the rail line having the rails 4a, 4b, the vehicles 1, 2 which are coupled to one another are traveling around a curve.
The direction of travel is from the bottom to the top in Figure 1, as indicated by an arrow denoted by reference character PR. Thus, the vehicles 1, 2 are traveling on a right curve of the rail line. The coupling rods 11, 12 are therefore not aligned with their longitudinal axes in the direction of the longitudinal axes of the rail vehicles 1, 2, but, rather, viewed from the vehicle 1 in the direction of travel, are pivoted to the right.
When vehicle 2 does not assist in the drive, i.e., is pushed by vehicle 1, and when the right curve leads uphill, a particularly large force FS is transmitted from vehicle 2 to vehicle 1 via the coupling rods 12, 11. This force is illustrated in Figure 1 to the right of the front end of vehicle 1 in the direction of travel. This force FS may be resolved by vector resolution into a force component FL which acts in the longitudinal direction of vehicle 1, and a force component Fq which acts transverse to the direction of travel of vehicle 1. This transverse force Fq acts on the attachment of the coupling rod 11 to vehicle 1. The transverse force generates a torque on vehicle 1, since the wheels are further to the rear in the direction of travel. Figure 1 illustrates the first bogie, having axles 6, 9, situated at the front in the direction of travel. The axle 6, situated at the front in the direction of travel, has wheels 7 for traveling on the left rail 4b and wheels 8 for traveling on the rail 4a. The torque generated by the transverse force Fq creates a transverse force Fq' at the location of the wheel 7 which is larger than the transverse force Fq. This force may result in lifting of the wheel 7 above the upper edge of the left rail 4b, and thus, derailment of the vehicle 1.
For this reason, spring devices 21 a, 21 b are situated to the right and left, respectively, of the coupling rod 11, as indicated in the front area of the vehicle 1. In the illustrated travel around a curve, vehicle 2 exerts a force on the right spring device 21a via coupling rod 12 and coupling rod 11. This force is therefore exerted on the spring device 21 a, since in the illustrated pivot position the coupling rod 11 is pushed against the spring device 21a and deforms it. Therefore, unlike in the illustrated vector resolution, the transverse force F. is reduced, compensated for, or overcompensated for. In other words, due to the exertion of force on the spring device 21a between vehicles 2 and 1, no resultant force acts in the direction of the left axes of the coupling rods 12, 11, but, instead, a resultant force acts approximately in the direction of the longitudinal axis of vehicle 1. Deviations of the resultant force from this longitudinal direction may possibly be attributed to the transverse force Fq not being completely compensated for, or being overcompensated for.
Figure 2 schematically shows the mutually facing ends of the rail vehicles 1, 2 with the coupling rods 11, 12, respectively, pivotably fastened thereto. The coupling area of the coupling rod 11 is denoted by reference numeral 14. The fastening areas of the coupling rods 11, 12 are each denoted by reference numeral 17.
Figure 3 shows a top view of parts in the front area of a rail vehicle. The direction of travel extends from the bottom to the top, or from the top to the bottom, in the top view in Figure 3.
Present at the bottom of Figure 3 is a bumper 42 which extends with a convex curvature over a significant portion of the width of the rail vehicle. At each opposite end the bumper 42 is attached to an impact absorption element 41 a, 41b, respectively.
Upon an impact to the bumper 42, the impact energy may be at least partially absorbed by the absorption elements 41a, 41b, i.e., converted into deformation energy and thermal energy, so that the impact is not transmitted, or is only partially transmitted, to the supporting structure of the rail vehicle illustrated in Figure 3. Of the supporting structure, a crossmember 35, two side members 36a, 36b fastened thereto approximately in the end regions of the crossmember 35, and diagonal supports 37a, 37b which extend diagonally outward from the crossmember 35 in the direction of the absorption elements 41 are illustrated. An element 39a, 39b is situated on these diagonal supports 37a, 37b, respectively, in the interior, i.e., at the mutually facing sides of the diagonal supports 37. The element 39a illustrated on the right in Figure 3 forms a stop A, while a tab 40 for fastening the free end of the coupling rod 31 is attached to the other element 39b.
The coupling rod 31 may be folded together by pivoting it about a pivot axis of an articulated joint 38 extending in the vertical direction in the center area of the coupling rod 31, and pivoting it about a pivot axis R in the fastening area of the coupling rod 31.
Figure 3 shows the folded-in position in which the section 33 of the coupling rod 31 located closer to the fastening area 17 abuts (or almost abuts), while the section 32 of the coupling rod 31 located farther from the fastening area 17 is fastened with its free end to the tab 40.
Figure 4 schematically shows a piston/cylinder unit 21 which is part of a spring device.
The unit 21 may be, for example, the device 21 a or 21 b illustrated in Figure 1. The unit 21 is pivotably fastened to the supporting structure of the rail vehicle via an attachment 25, for example as illustrated in one of Figures 8 through 12. The piston 24 of the unit 21 is present in the cylinder interior of the cylinder 23, and is displaceably supported in the longitudinal direction of the cylinder interior. The piston rod 22, which extends from the cylinder interior to the left in the illustration in Figure 4, is connected to the piston 24. A fluid, for example a hydraulic fluid that is suitable for hydraulic devices, is present in the cylinder interior to the right of the piston 24. A fluid line 26 is connected to the cylinder interior, so that fluid flows from the cylinder interior into the line 26 when the piston 24 moves in such a way that the liquid volume in the cylinder interior is decreased. The other end of the line 26 is connected to a pressure vessel. A
further piston 29 which is displaceably supported in the longitudinal direction is present inside the pressure vessel. The piston 29 separates a gas volume (on the right in Figure 4) from the liquid volume (on the left in Figure 4), which is connected to the end of the fluid line 26. Due to the mentioned motion of the piston 24 of the unit 21, fluid is thus pushed into the liquid volume of the pressure vessel 30, causing the piston 29 to move and the gas volume to be decreased. As a result, the gas pressure increases and exerts a counterforce on the piston 24 via the fluid. Overall, a spring device is thus implemented by the unit 21, the fluid line 26, and the pressure vessel 30. It is only necessary for the unit 21 to be present in the area in which the piston rod exerts a force on the spring device. The pressure vessel 30 may, for example, be situated above the height level of the unit 21, approximately in the area of the longitudinal center axis of the rail vehicle.
Figure 4 also illustrates a manometer 291, which is connected to the fluid line 26 via a connecting line 27. Also illustrated is a valve 28 which allows fluid to be discharged from the fluid line 26 or introduced into the line, and thus, into the cylinder 23, and/or into the liquid volume of the pressure vessel 30. The valve 28 allows the pressure vessel 30 to be connected to the unit 21 via the fluid line 26 if needed, namely, when a derailment of the vehicle is possible and therefore the elastic force of the spring device is required. Conversely, the pressure vessel 30 may be disconnected when the spring device is not required. For this purpose, further valves, not illustrated in greater detail in Figure 4, in particular in the fluid line 26, may be closed so that all of the fluid does not have to be removed.
Figure 5 shows a three-dimensional illustration of a coupling rod 31 having a coupling area 34 at the free end for coupling to another coupling device. The coupling rod 31 also has a longitudinal section 33 which is connected to a fastening area 17 so as to be pivotable about a vertical pivot axis. This fastening area 17 is connected to the supporting structure of a rail vehicle in order to fasten the coupling rod thereto. In addition, the coupling rod 31 has a section 32, located farther from the fastening area 17, which leads to the free end.
The section 33, which is located closer to the fastening area 17, has a through opening 51 which is a recess. The piston rod 22 of the piston/cylinder unit 21a is directed with its longitudinal axis toward this recess 51. This unit 21a may in particular be the unit 21a from Figure 1. The unit 21a also has a cylinder 23 which ends at a fastening area 25 of the unit 21 a. The unit 21 a may be connected to the supporting structure of the rail vehicle via this fastening area 25 so as to be pivotable about a vertical pivot axis. The fluid line 26 is connected to the interior of the cylinder 23, and from there leads to the pressure vessel 30. The unit 21a, the fluid line 26, and the pressure vessel correspond to the illustration in Figure 4, for example.
Figure 6 shows a longitudinal section of a piston/cylinder unit 21, for example the unit 21a in Figure 1 and/or Figure 5. The piston rod 22 extends in its longitudinal direction to the left in Figure 6, to a free end which cooperates with the piston rod as needed.
The piston 24 is in its left stop position, i.e., in the position in which no force or no sufficiently large force is exerted on the piston rod 22 in order to move the piston rod 22 and the piston rod [sic; piston] 24 to the right. Illustrated at the top right in Figure 6 is a connection opening 20 to which the fluid line 26 (Figure 5, for example) may be connected.
Figure 7 shows a portion of a coupling rod, for example the coupling rod according to Figure 5. The longitudinal section 33 located closer to the fastening area 17, as shown in Figure 5, has a recess 51 which is discernible in the illustrated cutaway area. It is also illustrated in Figure 7 that the recess 51 is closable by a lid or a cover 53. A
double arrow indicates that the cover 53 may also be folded away and/or folded out from the recess 51 in the illustrated position farther to the right. The surface of the cover 53 extends into the interior of the recess 51, and is rounded at that location so that the free end, for example of the piston rod 22 according to Figure 6, may cooperate with the cover 53 in various orientations of the longitudinal axis of the piston rod 22 relative to the coupling rod. "Cooperate" means that the coupling rod is able to exert a force on the piston rod 22 via the cover 53, the force acting essentially in the longitudinal direction of the piston rod 22.
Figures 8 through 12 show a system having a coupling rod 32, 33, for example the coupling rod 31 illustrated in Figure 5, whereby only a section of the coupling rod 32, 33 which extends from the fastening area 17 in the direction of the coupled other vehicle is illustrated. The system also has a piston/cylinder unit 21, for example the unit 21a from Figure 5. The unit 21 is pivotably fastened to a protruding part 57 of the supporting structure of the rail vehicle via a fastening area 25. The protruding part 57 is fastened to a part inclined at an angle to the direction of travel (the direction of travel extends horizontally in Figures 8 through 12). The fastening area 17 of the coupling rod 32, 33 is fixedly connected to the supporting part 58. The pressure vessel 30 and the fluid line 26 are schematically illustrated.
Figures 8 through 12 are used to illustrate various rotary positions of the coupling rod and the effects on the unit 21. In Figure 8 the coupling rod 32, 33 is oriented with its longitudinal axis LA approximately in the horizontal direction, i.e., in the neutral position. The recess 51 in the longitudinal section 33 is closed by the cover 53.
However, in the neutral position the cover 53 and the free end of the piston rod 22 of the unit 21 are not in contact with one another. Straight lines which extend at various angles with respect to the direction of the neutral position, starting from the vertically extending pivot axis R of the coupling rod 32, 33, are denoted by the particular angle 6 , 20 , or 40 .
In Figure 9 the longitudinal axis LA of the coupling rod 32, 33 is aligned with the 6 line;
i.e., the coupling rod 32, 33 is pivoted from the neutral position to the right by 6 , viewed from the top. In this pivot position the longitudinal section 33 comes into contact with the free end of the piston rod 22 via the cover 53. To allow the coupling rod 32, 33 to pivot further in the direction of the 20 line, a corresponding force must be exerted on the piston rod 22 by the cover 53. The force to be overcome is determined by the corresponding pressure of the gas in the pressure vessel 30. Since the change in volume of the gas volume (see, for example, the gas volume to the right of the piston 29 in Figure 4) is approximately inversely proportional to the pressure increase of the gas, but a pressure of the gas already prevails in the pressure vessel 30, the coupling rod 32, 33 is able to displace the piston rod 22 in the direction of the fastening area 25 of the unit 21 with a force which does not increase too greatly. If the initial resistance of the spring device which acts for the 6 line is overcome, the force increases only slightly as the pivot angle continues to increase. The desired characteristic of the force exerted on the unit 21 may be set in dependency on the pivot angle of the coupling rod by adjusting the gas pressure when the piston rod is not pushed in (see Figure 9) and by adjusting the surface area of the piston which is displaceably supported in the pressure vessel 30 (see the piston 29 in Figure 4). Additional influencing factors are the type of gas in the pressure vessel, and the temperature. However, it has been shown that a characteristic of the force-pivot angle dependency which is suitable for preventing derailment is settable in each case over a large temperature range in which the operation of rail vehicles is possible, whereby the setting may be maintained for fairly large subranges of the overall temperature range. For adjusting the characteristic, in particular the initial pressure for the 6 pivot line, fluid may be removed or added, in particular using the system illustrated in Figure 4 or a similar system, so that the initial pressure correspondingly changes.
Figure 10 shows the pivot position in which the longitudinal axis of the coupling rod 32, 33 extends in the direction of the 20 line; i.e., the coupling rod is pivoted by 20 . It is apparent that the piston has already been displaced by a distance within the cylinder 23.
Figure 11 illustrates the coupling rod 32, 33 in the pivot position with the maximum pivot angle of 40 . Accordingly, the piston is located within the cylinder 23 at the stop or almost at the stop which is defined by the end of the cylinder interior.
The coupling rod 32, 33 is in the same pivot position in the illustration in Figure 12.
However, the cover 53 is folded away from the recess 51, so that the piston rod 22 is able to extend through the recess 51. Therefore, the coupling rod 32, 33 exerts no force on the unit 21. This type of operation is selected when no transverse forces are expected in the coupling operation which could result in a derailment of the rail vehicle.
The spring device has at least one part that is situated on the inner curve side of the coupling device. The coupling device exerts the force on this part. The source of the force is the pushed rail vehicle, which itself is supported on the rails of the rail line. It is possible for the entire spring device to be situated on the inner curve side of the coupling device. However, as explained in greater detail below with reference to one particularly preferred embodiment, a part of the spring device may be located in another area which is not situated on the inner curve side of the coupling device and/or between the coupling device and supporting parts of the rail vehicle. In particular, this other part of the spring device may be the part which brings about a resistance to the deformation of the spring device, and thus also generates the counterforce.
This part is a compressed gas container, for example.
The spring device is a device which, in contrast to a vibration damper, is able to undergo a reversible deformation, whereby the counterforce which is generated by the spring device causes a return to the original, undeformed state when the external forces decrease. In contrast, although a vibration damper is able to bring about a resistance to a deformation and also generate a counterforce, the counterforce decreases in comparison to the spring device under the continuing action of external forces. Another feature which distinguishes the spring device from a vibration damper is the property of the spring device to store the mechanical energy necessary for deforming the spring device, and to release this energy when the deformation ceases.
In contrast, a vibration damper dissipates mechanical energy, in particular in the form of heat.
In particular, the following is proposed: A coupling system for a rail vehicle for coupling the rail vehicle to a second rail vehicle, in particular for recovering a second rail vehicle which is not operable under its own power, wherein the system has the following:
- a coupling rod for mechanically connecting and thus coupling the rail vehicles, - a supporting structure via which the coupling rod is connectable to the rail vehicle, the coupling rod being pivotable relative to the supporting structure so that the coupling rod may correspondingly pivot when the rail vehicles which are coupled to one another travel around a curve, - at least one spring device which is mounted on the supporting structures and situated in such a way that, at least in a first predefined operating state of the system, the coupling rod may only be brought into a predefined range of pivot positions relative to the supporting structure, and may only remain in the predefined range of pivot positions, by a force being exerted on the spring device via the coupling rod, so that a corresponding counterforce which is generated by the spring device upon a reduction in the exerted force would pivot the coupling rod in the direction of a neutral position in which the coupling rod would be oriented with its longitudinal axis in the direction of travel of the coupled rail vehicles during straight-ahead travel.
Each coupling device for coupling two rail vehicles traveling one behind the other on a rail line has a coupling rod. A coupling rod is understood to mean an elongated element of the coupling device, whereby forces are transmitted in the longitudinal direction of the coupling rod when the other rail vehicle is pushed or pulled.
In the case of the pushing vehicle, this vehicle transmits, in the longitudinal direction of the coupling rod, the force to the other rail vehicle which results in pushing of the rail vehicle. Conversely, the pushing rail vehicle experiences the corresponding counterforce.
The supporting structure may in particular be parts of the body of the rail vehicle, and/or additional parts which are fixedly connected to the body. In particular, the supporting structure is designed to introduce forces being transmitted via the coupling device into the rail vehicle in such a way that no inadvertent deformations occur and the coupling device is stably supported.
The predefined range of pivot positions of the coupling rod, which differs from other pivot positions in that a force which is exerted by the coupling rod on the spring device within the predefined range preferably does not begin in the neutral position (i.e., in the pivot position which corresponds to the direction of straight-ahead travel).
This is based on the consideration that, for traveling around curves having a large cornering radius, it is not necessary to compensate for the transverse force that is directed toward the outside of the curve. Rather, the predefined range of the pivot position may begin, for example, only in a pivot position in which the longitudinal axis of the coupling rod defines an angle of at least 4 , in particular 6 , with respect to the direction of the neutral position.
In the first predefined operating state, i.e., when a transverse force that is directed toward the outside of the curve is to be reduced, compensated for, or overcompensated for, the coupling rod exerts a force on the spring device in the predefined range of pivot positions. Optionally, there is a second predefined operating state in which the coupling rod is to exert no force, or a smaller force than is the case in the first predefined operating state, on the spring device in the predefined range of pivot positions. The second predefined operating state allows, for example, a coupling operation in which the preceding vehicle itself assists in the drive, or the inoperable second rail vehicle is pulled. In both cases, the forces to be transmitted to the rail vehicle via the coupling rod are smaller, so that the transverse force as well is smaller.
In particular, the coupling rod may have a recess which is coverable by a cover, the recess being covered by the cover in the first predefined operating state so that the force is exerted on the spring device via the cover. In this embodiment, the second predefined operating state may be set in that the recess is not covered or is only partially covered by the cover. The spring device is thus able to protrude into the recess in the predefined range of pivot positions, so that the coupling rod may be brought into the predefined range of pivot positions without exerting a force on the spring device, or by exerting a smaller force on the spring device than in the first predefined operating state.
The cover does not have to be situated completely outside the recess when it covers the recess. Instead, the cover may extend at least partially into the recess when it covers same. In one preferred embodiment, for example, the cover has a curved shape at least in a partial area, the curvature extending at least partially within the recess and cooperating with a part of the spring device which is likewise curved at its free end and is able to roll on the curved surface of the cover in the manner of a ball-and-socket joint (such as the human hip joint, for example). This allows the spring device and the cover to effectively cooperate with one another in the various pivot positions in the predefined range of pivot positions. In particular, the spring device may be articulatedly connected to the supporting structure so that it may undergo pivot motions relative to the supporting structure when the pivot position of the coupling rod changes (this does not apply to the exemplary embodiment described herein having a curved cover).
The spring device in particular is not or does not become permanently coupled to the coupling rod. This may be achieved in particular in that the spring device is not in permanent contact with the coupling rod. For example, for the piston/cylinder unit, to be described in greater detail below, the piston rod may have a free end which faces the coupling rod but does not contact same when the coupling rod is in the neutral position during straight-ahead travel. This has the advantage in particular that the spring device is not subjected to mechanical load when the spring device is to exert no counterforce on the coupling rod.
In particular, the spring device may be or become coupled to the coupling rod and generate the counterforce only when the coupling rod is in or moves in pivot positions in which the coupling rod is pivoted from the neutral position in the direction which is opposite the direction of action of the counterforce of the spring device. In the case of two operating states (see above), this applies only to the first operating state, in which the counterforce is to be generated by the spring device. In the second predefined operating state, the spring device is then also preferably not coupled to the coupling rod (in particular, is not in contact with the coupling rod) when the coupling rod is in or moves in pivot positions in which the coupling rod is pivoted from the neutral position in the direction which is opposite the direction of action of the counterforce of the spring device in the first predefined operating state.
As mentioned above, a further spring device is preferably present on the other side of the coupling rod so that curves in both directions may be traveled. In particular, the two spring devices are of the same type, and function in the same way. The first spring device is situated on a first side of the coupling rod, so that a force must be exerted on the first spring device in order to pivot the coupling rod into the predefined range of pivot positions. The second spring device is situated on the opposite side of the coupling rod in such a way that a force must be exerted on the second spring device in order to pivot the coupling rod into a second predefined range of pivot positions, which is achieved from the neutral position by pivoting in the opposite direction.
In particular, the second predefined range of pivot positions is situated axisymmetrically with respect to the first predefined range of pivot positions with regard to the neutral position.
In particular, the spring device may have a piston/cylinder unit, the piston and the cylinder being moved relative to one another against an elastic force when the coupling rod pivots with exertion of a force on the spring device via the coupling rod, the cylinder being filled with a fluid, and the cylinder interior being connected via a fluid line to a pressure vessel in which the fluid pushes against a pressurized gas volume.
Such an embodiment allows the pressure vessel to be situated in a different area than the part of the spring device which experiences the force from the coupling rod. In particular for two spring devices which are situated on opposite sides of the coupling rod for traveling around curves in different directions, it is possible to use the same pressure vessel for both spring devices. In particular, it is also possible to connect the pressure vessel to the cylinders of the spring device or spring devices only when needed, when the resistance force of the spring devices is required. If the fluid in the cylinder interior is not in communication with the pressurized gas in the pressure vessel, the piston and cylinder of the spring device may be in a relative position in which the coupling rod is pivotable within the predefined range of pivot positions without contact with the piston/cylinder unit. This option offers an alternative to the cover of the recess in the coupling rod to allow selection of a second predefined operating state. In general terms, the state of the spring device is altered to change the interaction between the coupling rod and the spring device in the predefined range of pivot positions, in particular in such a way that force is no longer exerted on the spring device by the coupling rod.
The scope of the invention also includes a rail vehicle having a coupling system in one of the embodiments described in the present description. In particular, in this case the supporting structure, which is a part of the coupling system, is connected to supporting parts of the rail vehicle, or the supporting structure of the coupling system which supports the coupling rod is itself part of the supporting structure of the rail vehicle.
Furthermore, the scope of the invention includes a method for reducing the risk of derailment during operation of coupled rail vehicles, a first rail vehicle being coupled to a second rail vehicle via a coupling rod, in particular for recovering the second rail vehicle which is not operable under its own power, wherein:
- a spring device is used which is mounted on a supporting structure of the first rail vehicle and is situated in the pivot region of the coupling rod, - while the rail vehicles which are coupled to one another are traveling around a curve, the second rail vehicle exerts a force on the spring device via the coupling rod, so that a corresponding counterforce which is generated by the spring device upon a reduction in the exerted force would pivot the coupling rod in the direction of a neutral position in which the coupling rod would be oriented with its longitudinal axis in the direction of travel of the coupled rail vehicles during straight-ahead travel.
Embodiments of the method as well as advantages result from the description of the coupling system. The scope of the invention also includes a method for manufacturing a coupling system, in particular the coupling system in one of the embodiments described in the present description. The manufacturing method in particular contains the following steps:
- Providing a coupling rod and a supporting structure, Attaching the coupling rod to the supporting structure so that the coupling rod is pivotable relative to the supporting structure, and the coupling rod is able to correspondingly pivot when the rail vehicles which are coupled to one another travel around a curve, - Mounting at least one spring device on the supporting structure in such a way that, at least in a first predefined operating state of the system, the coupling rod may only be brought into a predefined range of pivot positions relative to the supporting structure, and may only remain in the predefined range of pivot positions, by a force being exerted on the spring device via the coupling rod, so that a corresponding counterforce which is generated by the spring device upon a reduction in the exerted force would pivot the coupling rod in the direction of a neutral position in which the coupling rod would be oriented with its longitudinal axis in the direction of travel of the coupled rail vehicles during straight-ahead travel.
Embodiments and advantages of the manufacturing method result from the description of the coupling system.
Moreover, the scope of the invention includes a method for manufacturing a rail vehicle, wherein in one of the embodiments described in the present description the coupling device is fastened to supporting parts of the rail vehicle. In particular, the supporting structure of the coupling system is connected to a supporting structure of the rail vehicle or is part of the supporting structure of the rail vehicle.
Exemplary embodiments are now described with reference to the appended drawing.
The individual figures of the drawing show the following:
Figure 1 shows a top view of portions of two rail vehicles which are coupled to one another, Figure 2 shows two coupling rods, each of which is pivotably fastened to one of the two rail vehicles to be coupled to one another, and which are connected to one another for the coupling operation, Figure 3 shows a top view of the supporting structure of a coupling system, with the coupling rod illustrated in a folded-in state, Figure 4 schematically shows one embodiment of a spring device which has a piston/cylinder unit, the spring device also having a pressure vessel in which a pressurized gas is present, Figure 5 shows one preferred embodiment of a coupling rod and the spring device, Figure 6 shows a longitudinal section of the piston/cylinder unit of the spring device illustrated in Figure 5, Figure 7 shows a top view of a portion of the coupling rod of the coupling system illustrated in Figure 5, with the coupling rod illustrated in a partially cutaway view, Figure 8 shows a horizontal section of one preferred embodiment of a coupling system having a coupling rod and a spring device which has a piston/cylinder unit, in a first pivot position of the coupling rod close to the neutral position, Figure 9 shows an illustration of the system from Figure 8, but with the coupling rod in a pivot position in which the coupling rod contacts the piston rod of the piston/cylinder unit, but the piston rod has not yet been moved in the direction of the cylinder, Figure 10 shows the system from Figure 8 and Figure 9, but with the coupling rod in a pivot position in which the piston rod has been moved, and thus, the piston in the cylinder interior has been moved in the direction of the attachment of the piston/cylinder unit, Figure 11 shows the system from Figures 8 through 10, but with the coupling rod in the pivot position with the largest possible angle between the longitudinal axis of the coupling rod and the direction of the neutral position, so that the piston rod and the piston have been moved as far as possible in the direction of the attachment of the piston/cylinder unit, and Figure 12 shows the system from Figure 8 through Figure 11 in the pivot position shown in Figure 11, but with a recess in the coupling rod being open so that the piston rod extends through the recess, and the piston rod and the piston have not been moved in the direction of the attachment of the piston/cylinder unit.
Figure 1 shows a first rail vehicle 1 and a second rail vehicle 2 which are coupled to one another via a coupling device. As parts of the coupling devices, coupling rods 11, 12 are discernible in Figure 1, which at their respective free end are connected to one another approximately in the middle between the rail vehicles 1, 2, and which at their respective other end are pivotably connected to a supporting structure.
As is apparent from the curved progression of the rail line having the rails 4a, 4b, the vehicles 1, 2 which are coupled to one another are traveling around a curve.
The direction of travel is from the bottom to the top in Figure 1, as indicated by an arrow denoted by reference character PR. Thus, the vehicles 1, 2 are traveling on a right curve of the rail line. The coupling rods 11, 12 are therefore not aligned with their longitudinal axes in the direction of the longitudinal axes of the rail vehicles 1, 2, but, rather, viewed from the vehicle 1 in the direction of travel, are pivoted to the right.
When vehicle 2 does not assist in the drive, i.e., is pushed by vehicle 1, and when the right curve leads uphill, a particularly large force FS is transmitted from vehicle 2 to vehicle 1 via the coupling rods 12, 11. This force is illustrated in Figure 1 to the right of the front end of vehicle 1 in the direction of travel. This force FS may be resolved by vector resolution into a force component FL which acts in the longitudinal direction of vehicle 1, and a force component Fq which acts transverse to the direction of travel of vehicle 1. This transverse force Fq acts on the attachment of the coupling rod 11 to vehicle 1. The transverse force generates a torque on vehicle 1, since the wheels are further to the rear in the direction of travel. Figure 1 illustrates the first bogie, having axles 6, 9, situated at the front in the direction of travel. The axle 6, situated at the front in the direction of travel, has wheels 7 for traveling on the left rail 4b and wheels 8 for traveling on the rail 4a. The torque generated by the transverse force Fq creates a transverse force Fq' at the location of the wheel 7 which is larger than the transverse force Fq. This force may result in lifting of the wheel 7 above the upper edge of the left rail 4b, and thus, derailment of the vehicle 1.
For this reason, spring devices 21 a, 21 b are situated to the right and left, respectively, of the coupling rod 11, as indicated in the front area of the vehicle 1. In the illustrated travel around a curve, vehicle 2 exerts a force on the right spring device 21a via coupling rod 12 and coupling rod 11. This force is therefore exerted on the spring device 21 a, since in the illustrated pivot position the coupling rod 11 is pushed against the spring device 21a and deforms it. Therefore, unlike in the illustrated vector resolution, the transverse force F. is reduced, compensated for, or overcompensated for. In other words, due to the exertion of force on the spring device 21a between vehicles 2 and 1, no resultant force acts in the direction of the left axes of the coupling rods 12, 11, but, instead, a resultant force acts approximately in the direction of the longitudinal axis of vehicle 1. Deviations of the resultant force from this longitudinal direction may possibly be attributed to the transverse force Fq not being completely compensated for, or being overcompensated for.
Figure 2 schematically shows the mutually facing ends of the rail vehicles 1, 2 with the coupling rods 11, 12, respectively, pivotably fastened thereto. The coupling area of the coupling rod 11 is denoted by reference numeral 14. The fastening areas of the coupling rods 11, 12 are each denoted by reference numeral 17.
Figure 3 shows a top view of parts in the front area of a rail vehicle. The direction of travel extends from the bottom to the top, or from the top to the bottom, in the top view in Figure 3.
Present at the bottom of Figure 3 is a bumper 42 which extends with a convex curvature over a significant portion of the width of the rail vehicle. At each opposite end the bumper 42 is attached to an impact absorption element 41 a, 41b, respectively.
Upon an impact to the bumper 42, the impact energy may be at least partially absorbed by the absorption elements 41a, 41b, i.e., converted into deformation energy and thermal energy, so that the impact is not transmitted, or is only partially transmitted, to the supporting structure of the rail vehicle illustrated in Figure 3. Of the supporting structure, a crossmember 35, two side members 36a, 36b fastened thereto approximately in the end regions of the crossmember 35, and diagonal supports 37a, 37b which extend diagonally outward from the crossmember 35 in the direction of the absorption elements 41 are illustrated. An element 39a, 39b is situated on these diagonal supports 37a, 37b, respectively, in the interior, i.e., at the mutually facing sides of the diagonal supports 37. The element 39a illustrated on the right in Figure 3 forms a stop A, while a tab 40 for fastening the free end of the coupling rod 31 is attached to the other element 39b.
The coupling rod 31 may be folded together by pivoting it about a pivot axis of an articulated joint 38 extending in the vertical direction in the center area of the coupling rod 31, and pivoting it about a pivot axis R in the fastening area of the coupling rod 31.
Figure 3 shows the folded-in position in which the section 33 of the coupling rod 31 located closer to the fastening area 17 abuts (or almost abuts), while the section 32 of the coupling rod 31 located farther from the fastening area 17 is fastened with its free end to the tab 40.
Figure 4 schematically shows a piston/cylinder unit 21 which is part of a spring device.
The unit 21 may be, for example, the device 21 a or 21 b illustrated in Figure 1. The unit 21 is pivotably fastened to the supporting structure of the rail vehicle via an attachment 25, for example as illustrated in one of Figures 8 through 12. The piston 24 of the unit 21 is present in the cylinder interior of the cylinder 23, and is displaceably supported in the longitudinal direction of the cylinder interior. The piston rod 22, which extends from the cylinder interior to the left in the illustration in Figure 4, is connected to the piston 24. A fluid, for example a hydraulic fluid that is suitable for hydraulic devices, is present in the cylinder interior to the right of the piston 24. A fluid line 26 is connected to the cylinder interior, so that fluid flows from the cylinder interior into the line 26 when the piston 24 moves in such a way that the liquid volume in the cylinder interior is decreased. The other end of the line 26 is connected to a pressure vessel. A
further piston 29 which is displaceably supported in the longitudinal direction is present inside the pressure vessel. The piston 29 separates a gas volume (on the right in Figure 4) from the liquid volume (on the left in Figure 4), which is connected to the end of the fluid line 26. Due to the mentioned motion of the piston 24 of the unit 21, fluid is thus pushed into the liquid volume of the pressure vessel 30, causing the piston 29 to move and the gas volume to be decreased. As a result, the gas pressure increases and exerts a counterforce on the piston 24 via the fluid. Overall, a spring device is thus implemented by the unit 21, the fluid line 26, and the pressure vessel 30. It is only necessary for the unit 21 to be present in the area in which the piston rod exerts a force on the spring device. The pressure vessel 30 may, for example, be situated above the height level of the unit 21, approximately in the area of the longitudinal center axis of the rail vehicle.
Figure 4 also illustrates a manometer 291, which is connected to the fluid line 26 via a connecting line 27. Also illustrated is a valve 28 which allows fluid to be discharged from the fluid line 26 or introduced into the line, and thus, into the cylinder 23, and/or into the liquid volume of the pressure vessel 30. The valve 28 allows the pressure vessel 30 to be connected to the unit 21 via the fluid line 26 if needed, namely, when a derailment of the vehicle is possible and therefore the elastic force of the spring device is required. Conversely, the pressure vessel 30 may be disconnected when the spring device is not required. For this purpose, further valves, not illustrated in greater detail in Figure 4, in particular in the fluid line 26, may be closed so that all of the fluid does not have to be removed.
Figure 5 shows a three-dimensional illustration of a coupling rod 31 having a coupling area 34 at the free end for coupling to another coupling device. The coupling rod 31 also has a longitudinal section 33 which is connected to a fastening area 17 so as to be pivotable about a vertical pivot axis. This fastening area 17 is connected to the supporting structure of a rail vehicle in order to fasten the coupling rod thereto. In addition, the coupling rod 31 has a section 32, located farther from the fastening area 17, which leads to the free end.
The section 33, which is located closer to the fastening area 17, has a through opening 51 which is a recess. The piston rod 22 of the piston/cylinder unit 21a is directed with its longitudinal axis toward this recess 51. This unit 21a may in particular be the unit 21a from Figure 1. The unit 21a also has a cylinder 23 which ends at a fastening area 25 of the unit 21 a. The unit 21 a may be connected to the supporting structure of the rail vehicle via this fastening area 25 so as to be pivotable about a vertical pivot axis. The fluid line 26 is connected to the interior of the cylinder 23, and from there leads to the pressure vessel 30. The unit 21a, the fluid line 26, and the pressure vessel correspond to the illustration in Figure 4, for example.
Figure 6 shows a longitudinal section of a piston/cylinder unit 21, for example the unit 21a in Figure 1 and/or Figure 5. The piston rod 22 extends in its longitudinal direction to the left in Figure 6, to a free end which cooperates with the piston rod as needed.
The piston 24 is in its left stop position, i.e., in the position in which no force or no sufficiently large force is exerted on the piston rod 22 in order to move the piston rod 22 and the piston rod [sic; piston] 24 to the right. Illustrated at the top right in Figure 6 is a connection opening 20 to which the fluid line 26 (Figure 5, for example) may be connected.
Figure 7 shows a portion of a coupling rod, for example the coupling rod according to Figure 5. The longitudinal section 33 located closer to the fastening area 17, as shown in Figure 5, has a recess 51 which is discernible in the illustrated cutaway area. It is also illustrated in Figure 7 that the recess 51 is closable by a lid or a cover 53. A
double arrow indicates that the cover 53 may also be folded away and/or folded out from the recess 51 in the illustrated position farther to the right. The surface of the cover 53 extends into the interior of the recess 51, and is rounded at that location so that the free end, for example of the piston rod 22 according to Figure 6, may cooperate with the cover 53 in various orientations of the longitudinal axis of the piston rod 22 relative to the coupling rod. "Cooperate" means that the coupling rod is able to exert a force on the piston rod 22 via the cover 53, the force acting essentially in the longitudinal direction of the piston rod 22.
Figures 8 through 12 show a system having a coupling rod 32, 33, for example the coupling rod 31 illustrated in Figure 5, whereby only a section of the coupling rod 32, 33 which extends from the fastening area 17 in the direction of the coupled other vehicle is illustrated. The system also has a piston/cylinder unit 21, for example the unit 21a from Figure 5. The unit 21 is pivotably fastened to a protruding part 57 of the supporting structure of the rail vehicle via a fastening area 25. The protruding part 57 is fastened to a part inclined at an angle to the direction of travel (the direction of travel extends horizontally in Figures 8 through 12). The fastening area 17 of the coupling rod 32, 33 is fixedly connected to the supporting part 58. The pressure vessel 30 and the fluid line 26 are schematically illustrated.
Figures 8 through 12 are used to illustrate various rotary positions of the coupling rod and the effects on the unit 21. In Figure 8 the coupling rod 32, 33 is oriented with its longitudinal axis LA approximately in the horizontal direction, i.e., in the neutral position. The recess 51 in the longitudinal section 33 is closed by the cover 53.
However, in the neutral position the cover 53 and the free end of the piston rod 22 of the unit 21 are not in contact with one another. Straight lines which extend at various angles with respect to the direction of the neutral position, starting from the vertically extending pivot axis R of the coupling rod 32, 33, are denoted by the particular angle 6 , 20 , or 40 .
In Figure 9 the longitudinal axis LA of the coupling rod 32, 33 is aligned with the 6 line;
i.e., the coupling rod 32, 33 is pivoted from the neutral position to the right by 6 , viewed from the top. In this pivot position the longitudinal section 33 comes into contact with the free end of the piston rod 22 via the cover 53. To allow the coupling rod 32, 33 to pivot further in the direction of the 20 line, a corresponding force must be exerted on the piston rod 22 by the cover 53. The force to be overcome is determined by the corresponding pressure of the gas in the pressure vessel 30. Since the change in volume of the gas volume (see, for example, the gas volume to the right of the piston 29 in Figure 4) is approximately inversely proportional to the pressure increase of the gas, but a pressure of the gas already prevails in the pressure vessel 30, the coupling rod 32, 33 is able to displace the piston rod 22 in the direction of the fastening area 25 of the unit 21 with a force which does not increase too greatly. If the initial resistance of the spring device which acts for the 6 line is overcome, the force increases only slightly as the pivot angle continues to increase. The desired characteristic of the force exerted on the unit 21 may be set in dependency on the pivot angle of the coupling rod by adjusting the gas pressure when the piston rod is not pushed in (see Figure 9) and by adjusting the surface area of the piston which is displaceably supported in the pressure vessel 30 (see the piston 29 in Figure 4). Additional influencing factors are the type of gas in the pressure vessel, and the temperature. However, it has been shown that a characteristic of the force-pivot angle dependency which is suitable for preventing derailment is settable in each case over a large temperature range in which the operation of rail vehicles is possible, whereby the setting may be maintained for fairly large subranges of the overall temperature range. For adjusting the characteristic, in particular the initial pressure for the 6 pivot line, fluid may be removed or added, in particular using the system illustrated in Figure 4 or a similar system, so that the initial pressure correspondingly changes.
Figure 10 shows the pivot position in which the longitudinal axis of the coupling rod 32, 33 extends in the direction of the 20 line; i.e., the coupling rod is pivoted by 20 . It is apparent that the piston has already been displaced by a distance within the cylinder 23.
Figure 11 illustrates the coupling rod 32, 33 in the pivot position with the maximum pivot angle of 40 . Accordingly, the piston is located within the cylinder 23 at the stop or almost at the stop which is defined by the end of the cylinder interior.
The coupling rod 32, 33 is in the same pivot position in the illustration in Figure 12.
However, the cover 53 is folded away from the recess 51, so that the piston rod 22 is able to extend through the recess 51. Therefore, the coupling rod 32, 33 exerts no force on the unit 21. This type of operation is selected when no transverse forces are expected in the coupling operation which could result in a derailment of the rail vehicle.
Claims (14)
1. Coupling system for a rail vehicle (1) for coupling the rail vehicle to a second rail vehicle (2), in particular for recovering a second rail vehicle (2) which is not operable under its own power, wherein the system has:
- a coupling rod (31) for mechanically connecting and thus coupling the rail vehicles (1, 2), - a supporting structure (17, 35) via which the coupling rod (31) is connectable to the rail vehicle (1), the coupling rod (31) being pivotable relative to the supporting structure (17, 35) so that the coupling rod (31) may correspondingly pivot when the rail vehicles (1, 2) which are coupled to one another travel around a curve, - at least one spring device (21, 30) which is mounted on the supporting structures (17, 35) and situated in such a way that, at least in a first predefined operating state of the system, the coupling rod (31) may only be brought into a predefined range of pivot positions relative to the supporting structure (17, 35), and may only remain in the predefined range of pivot positions, by a force being exerted on the spring device (21, 30) via the coupling rod (31), so that a corresponding counterforce which is generated by the spring device (21, 30) upon a reduction in the exerted force would pivot the coupling rod (31) in the direction of a neutral position in which the coupling rod (31) would be oriented with its longitudinal axis in the direction of travel of the coupled rail vehicles (1, 2) during straight-ahead travel.
- a coupling rod (31) for mechanically connecting and thus coupling the rail vehicles (1, 2), - a supporting structure (17, 35) via which the coupling rod (31) is connectable to the rail vehicle (1), the coupling rod (31) being pivotable relative to the supporting structure (17, 35) so that the coupling rod (31) may correspondingly pivot when the rail vehicles (1, 2) which are coupled to one another travel around a curve, - at least one spring device (21, 30) which is mounted on the supporting structures (17, 35) and situated in such a way that, at least in a first predefined operating state of the system, the coupling rod (31) may only be brought into a predefined range of pivot positions relative to the supporting structure (17, 35), and may only remain in the predefined range of pivot positions, by a force being exerted on the spring device (21, 30) via the coupling rod (31), so that a corresponding counterforce which is generated by the spring device (21, 30) upon a reduction in the exerted force would pivot the coupling rod (31) in the direction of a neutral position in which the coupling rod (31) would be oriented with its longitudinal axis in the direction of travel of the coupled rail vehicles (1, 2) during straight-ahead travel.
2. Coupling system according to the preceding claim, wherein the spring device (21, 30) is not permanently coupled to the coupling rod (31).
3. Coupling system according to the preceding claim, wherein the spring device (21, 30) is coupled to the coupling rod (31) and generates the counterforce only when the coupling rod (31) is in or moves in pivot positions in which the coupling rod (31) is pivoted from the neutral position in the direction which is opposite the direction of action of the counterforce of the spring device (21, 30).
4. Coupling system according to one of the preceding claims, wherein the coupling rod (31) has a recess (51) which is coverable by a cover (53), the recess (51) being covered by the cover (53) in the first predefined operating state so that the force is exerted on the spring device (21, 30) via the cover (53).
5. Coupling system according to the preceding claim, wherein in a second predefined operating state the recess (51) is not covered or is only partially covered by the cover (53), and wherein the spring device (21, 30) protrudes into the recess (51) in the predefined range of pivot positions, so that the coupling rod (31) may be brought into the predefined range of pivot positions without exerting a force on the spring device, or by exerting a smaller force on the spring device (21, 30) than in the first predefined operating state.
6. Coupling system according to one of the preceding claims, wherein the spring device (21, 30) is a first spring device (21 a) which is situated on a first side of the coupling rod (31), so that a force must be exerted on the first spring device (21a) in order to pivot the coupling rod (31) into the predefined range of pivot positions, and wherein the system has a second spring device (21b) which is situated on an opposite side of the coupling rod (31), so that that a force must be exerted on the second spring device (21b) in order to pivot the coupling rod (31) into a second predefined range of pivot positions, which is achieved from the neutral position by pivoting in the opposite direction.
7. Coupling device according to one of the preceding claims, wherein the spring device (21, 30) has a piston/cylinder unit (21), the piston (24) and the cylinder (23) being moved relative to one another against an elastic force when the coupling rod (31) pivots with exertion of a force on the spring device (21, 30) via the coupling rod (31), the cylinder (23) being filled with a fluid, and the cylinder interior being connected via a fluid line (26) to a pressure vessel (30) in which the fluid pushes against a pressurized gas volume.
8. Rail vehicles having a coupling system according to one of the preceding claims.
9. Method for reducing the risk of derailment during operation of coupled rail vehicles, a first rail vehicle (1) being coupled to a second rail vehicle (2) via a coupling rod (31), in particular for recovering the second rail vehicle which is not operable under its own power, wherein:
- a spring device (21, 30) is used which is mounted on a supporting structure of the first rail vehicle (1) and is situated in the pivot region of the coupling rod (31), - while the rail vehicles (1, 2) which are coupled to one another are traveling around a curve, the second rail vehicle (2) exerts a force on the spring device (21, 30) via the coupling rod (31), so that a corresponding counterforce which is generated by the spring device (21, 30) upon a reduction in the exerted force would pivot the coupling rod (31) in the direction of a neutral position in which the coupling rod (31) would be oriented with its longitudinal axis in the direction of travel of the coupled rail vehicles (1, 2) during straight-ahead travel.
- a spring device (21, 30) is used which is mounted on a supporting structure of the first rail vehicle (1) and is situated in the pivot region of the coupling rod (31), - while the rail vehicles (1, 2) which are coupled to one another are traveling around a curve, the second rail vehicle (2) exerts a force on the spring device (21, 30) via the coupling rod (31), so that a corresponding counterforce which is generated by the spring device (21, 30) upon a reduction in the exerted force would pivot the coupling rod (31) in the direction of a neutral position in which the coupling rod (31) would be oriented with its longitudinal axis in the direction of travel of the coupled rail vehicles (1, 2) during straight-ahead travel.
10. Method according to the preceding claim, wherein the spring device (21, 30) is not permanently coupled to the coupling rod (31).
11. Method according to the preceding claim, wherein the spring device (21, 30) is coupled to the coupling rod (31) and generates the counterforce only when the coupling rod (31) is in or moves in pivot positions in which the coupling rod (31) is pivoted from the neutral position in the direction which is opposite the direction of action of the counterforce of the spring device (21, 30).
12. Method according to one of the preceding claims, wherein for reducing the risk of derailment a recess (51) in the coupling rod (31) is covered by a cover (53), and the force is exerted on the spring device (21, 30) via the cover (53).
13. Method according to the preceding claim, wherein in another operating state, the recess (51) is not covered or is only partially covered by the cover (53), and wherein the spring device (21, 30) is thus able to protrude into the recess (51), so that the coupling rod (31) is pivotable without exerting a force on the spring device (21, 30), or by exerting a smaller force on the spring device (21, 30).
14. Method according to one of the preceding claims, wherein a piston/cylinder unit (21) is used as part of the spring device (21, 30), the piston (24) and the cylinder (23) being moved relative to one another against an elastic force when the coupling rod (31) pivots with exertion of a force on the spring device (21, 30) via the coupling rod (31), and a fluid which is present in the cylinder interior communicating with a pressurized gas volume via a fluid line.
Applications Claiming Priority (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DE102010019905.2 | 2010-05-05 | ||
| DE201010019905 DE102010019905A1 (en) | 2010-05-05 | 2010-05-05 | Coupling of rail vehicles, in particular for recovery of a non-self-propelled rail vehicle |
| PCT/EP2011/057211 WO2011138399A1 (en) | 2010-05-05 | 2011-05-05 | Coupling for rail vehicles, in particular for recovering a rail vehicle which is incapable of moving under its own force |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA2800336A1 true CA2800336A1 (en) | 2011-11-10 |
Family
ID=44350638
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA2800336A Abandoned CA2800336A1 (en) | 2010-05-05 | 2011-05-05 | Coupling for rail vehicles, in particular for recovering a rail vehicle which is not operable under its own power |
Country Status (5)
| Country | Link |
|---|---|
| EP (1) | EP2566740B1 (en) |
| CA (1) | CA2800336A1 (en) |
| DE (1) | DE102010019905A1 (en) |
| RU (1) | RU136409U1 (en) |
| WO (1) | WO2011138399A1 (en) |
Families Citing this family (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| AT16474U1 (en) * | 2018-04-27 | 2019-10-15 | Bombardier Transp Gmbh | Crash concept city regio vehicle |
| CN112896224B (en) * | 2021-02-04 | 2022-04-12 | 中车青岛四方车辆研究所有限公司 | Coupler and locking method thereof |
Family Cites Families (12)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE433463C (en) | 1925-02-21 | 1926-09-01 | Zypen & Charlier G M B H V D | Pulling and pushing device |
| US2886188A (en) | 1956-03-05 | 1959-05-12 | Pennsylvania Railroad Co | Car coupling |
| US3349926A (en) | 1966-02-04 | 1967-10-31 | Symington Wayne Corp | Manually controlled coupler positioning device |
| US3484000A (en) | 1966-05-18 | 1969-12-16 | Dresser Ind | Coupler positioning device |
| US3733090A (en) | 1971-04-09 | 1973-05-15 | A Keller | Anti-jackknifing assembly |
| DE2854776A1 (en) | 1978-12-19 | 1980-07-17 | Maschf Augsburg Nuernberg Ag | Tram carriage steering control with electronic regulation - controlling drive devices either side of centre coupling between carriages to maintain stability and facilitate cornering |
| DE4006811A1 (en) * | 1990-03-05 | 1991-09-12 | Bergische Stahlindustrie | Central buffer coupling between rail vehicles - has middle part of bumper bar coupled to hinging head |
| DE10126483A1 (en) * | 2001-05-31 | 2002-12-05 | Scharfenbergkupplung Gmbh & Co | Energy consumption device for the front of rail vehicles |
| DE10162731A1 (en) | 2001-12-20 | 2003-07-03 | Voith Turbo Scharfenberg Gmbh | Device for the horizontal center reset for a central buffer coupling pivotably attached to a rail vehicle by means of a coupling shaft |
| US7383962B2 (en) | 2004-05-28 | 2008-06-10 | Lionel L.L.C. | Model train with improved coupling mechanism |
| DE202007005854U1 (en) | 2007-04-20 | 2007-06-28 | Faiveley Transport Remscheid Gmbh | Arrangement for holding coupling arm at central buffer coupling of train carriage, comprises specifically shaped elastic element |
| DE502007001729D1 (en) * | 2007-04-25 | 2009-11-26 | Voith Patent Gmbh | Automatic articulated coupling |
-
2010
- 2010-05-05 DE DE201010019905 patent/DE102010019905A1/en not_active Withdrawn
-
2011
- 2011-05-05 CA CA2800336A patent/CA2800336A1/en not_active Abandoned
- 2011-05-05 EP EP11718085.1A patent/EP2566740B1/en not_active Revoked
- 2011-05-05 WO PCT/EP2011/057211 patent/WO2011138399A1/en active Application Filing
- 2011-05-05 RU RU2012140368/11U patent/RU136409U1/en not_active IP Right Cessation
Also Published As
| Publication number | Publication date |
|---|---|
| EP2566740A1 (en) | 2013-03-13 |
| EP2566740B1 (en) | 2016-01-27 |
| RU136409U1 (en) | 2014-01-10 |
| DE102010019905A1 (en) | 2011-11-10 |
| WO2011138399A1 (en) | 2011-11-10 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| US7401794B2 (en) | Vehicle with a suspension system that allows individual suspension of the wheels and active control of the body height | |
| US9399475B2 (en) | Passive steering assist device for a monorail bogie | |
| CN108473175B (en) | Front bogie of rolling motor vehicle | |
| US11890903B2 (en) | Pin box assembly with gooseneck coupler | |
| US7658396B2 (en) | Articulated vehicle made from several vehicle parts which are couplable together | |
| AU666481B2 (en) | Rail vehicle bogie with selectively deformable chassis | |
| RU2544259C2 (en) | Undercarriage frame for rail vehicles | |
| JPH10129228A (en) | Pivotally movable spring attached axle suspension | |
| US5332258A (en) | Motor vehicle axle suspension | |
| CN102126524A (en) | Device for supporting vehicle cab on vehicle structure with overturnable mode | |
| CN103978988A (en) | Device for limiting the pitch movement of the vehicle parts relative to each other | |
| CA2800336A1 (en) | Coupling for rail vehicles, in particular for recovering a rail vehicle which is not operable under its own power | |
| US5487555A (en) | Hinge connection between two vehicles connected to each other in an articulated manner | |
| WO2008134756A2 (en) | Roll-stabilizing fifth wheel apparatus | |
| US20050145591A1 (en) | Center buffer coupling for railroad cars | |
| JP4589171B2 (en) | Suspension device for traveling vehicle | |
| EP2650193A1 (en) | Rear-suspension system for three-wheeled vehicles | |
| HU209913B (en) | Joint-stabilizing structure for articulated vehicles | |
| JP2004532770A (en) | Automobile body with flexible mounted hood | |
| CN102825990B (en) | Extension type forklift truck and suspension mechanism | |
| US1912498A (en) | Resilient suspension for vehicles | |
| CN109982873A (en) | Wheel suspension | |
| HUT73400A (en) | Anti-roll support for rail vehicles with a transverse tilting device | |
| RU2416538C2 (en) | Transport facility with anti-rolling devices | |
| US20210162828A1 (en) | Vehicle Wheel Suspension Having a Suspension Spring and Having an Additional Spring Element Connectable in Series With Said Suspension Spring |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| EEER | Examination request |
Effective date: 20160219 |
|
| FZDE | Dead |
Effective date: 20180507 |