CZ2002954A3 - Traction and buffing device for hinged connection of railway vehicles - Google Patents

Abstract

Pulling and pushing device comprises a central coupling rod (1) fixed to a rail vehicle on both sides using a fixing device (5) provided with a hinge (7). The rotating point (29) of the hinge of each fixing device lies in the region of or behind a power inlet surface (26) via which collision forces are conveyed from the coupling rod to each fixing device. Devices are arranged between the power inlet surface and the coupling rod to push the power transfer center of gravity for collision forces in the deviating direction of the coupling rod. <??>Preferred Features: The power inlet surface is arranged on the front side of a fixing device by which the fixing device is fixed to the rail vehicle. The fixing device has a flange (8) on which the power inlet surface is arranged.

Description

Towing and pushing devices for articulated coupling of rail vehicles

Technical field

BACKGROUND OF THE INVENTION 1. Field of the Invention The invention relates to a traction and impact device for the articulation of rail vehicles according to the preamble of claim 1.

BACKGROUND OF THE INVENTION

Traction and impact devices for rail vehicles are known in various embodiments, such as in the form of bumpers or couplers.

The basic problem with rail vehicle traction and impact devices is that in sliding operation or braking, by means of a corresponding traction and impact device, the thrust forces from one to the opposite rail vehicle have laterally directed components, i.e. forces directed transverse to the longitudinal axis. rail vehicle. In particular, these transversal components are formed when the curves are traversed, since the longitudinal center axis of one rail vehicle 1a is arranged at an angle to the longitudinal center axis of the preceding or subsequent rail vehicle. In order to ensure the reliability of the rolling stock against derailment, this transverse surface must not exceed a predetermined value in relation to the longitudinal force.

Thus, for example, it is known from EP 1 022 20G to draw and strike devices of this kind for short coupled rail vehicles. This is provided on both sides with one support plate for fastening on the bogie of the rail vehicle. Kaž

9 ·· ··

9 9 · 9 ·

9 9 · · *

9999999 · · the support plate has a forked head for receiving the hinge pin on which the coupling head is articulated.

Furthermore, DE 41 18 529 discloses traction and impact devices for short coupled rail vehicles. This is provided with a tie rod and a push rod, the head portion of which is connected to the tension bracket by means of an articulated pin. The end face of the head portion is mounted directly on a pressure plate mounted on the vehicle. When the coupling bar is pivoted, the adjusted force insertion point is moved on the pressure side at the first moment in the deflection direction. Then, however, when the coupler bar is further pivoted, the force application point formed on the push side is moved inwards again, which is undesirable because this again increases the transverse component in relation to the longitudinal force and thus no longer prevents the derailment of the rail vehicle.

A further coupler for rail vehicles of this kind is known from WO 00/64723. This coupling device has a central connecting rod, the two ends of which are articulated to the rail vehicle. The hinged connection has a coupling fastened to the connecting rod, which jointly forms a ball joint with a tow bar provided with a spherical head. The coupling is supported on the pressure side on the spring-loaded pressure plate. When the coupling rod is pivoted, the force entry point formed externally on the pressure side first moves, and when it is pivoted again, it moves again inwards, leading to the problems mentioned in the previous and permitting an increase in the risk of derailment of the rail vehicle.

^^ dsjbaďajr ^ náez

Starting from the prior art, the invention seeks to achieve this

A • A

The object of the invention is to provide, in the preamble of claim 1, a defined coupling arrangement for rail vehicles such that, when compressive forces are generated, the ratio of the force to the longitudinal force, i.e. Fq / Fl, is particularly low, in particular in unfavorable conditions. safety against derailment of the rail vehicle in the event of impact forces.

This object is achieved by the features set forth in the characterizing part of claim 1.

The basic idea of the invention is to provide a rotatable fastening device for mounting on a rail vehicle on both sides of the coupling, wherein the center of rotation of the ball joint of the corresponding rotatable fastening device is provided in the region or behind the lead-in surface. a means for displacing the center of gravity of the transmitted force for the pusher forces in the direction of the pivot of the link when the lateral deflection of the link is deflected.

By means of these features, the direction of the force exerted on the rail vehicle, i.e. the force application line, is influenced so that the transverse force is smaller in relation to the longitudinal compressive force. The smaller the forces acting transversely to the rail vehicle, the greater the derailment or the greater the permissible longitudinal compressive forces at a given permissible transverse force.

Advantageous embodiments of the invention are described in dependent claims 2 to 16.

»» ··

44 4 44 ·

4444

4 • 4 44

4 4 4 *

4444

The invention is explained in more detail below with reference to the drawing.

FIG. 1 shows a partial cross-section of the drawing and striking device in a side view.

FIG. 2 is a plan view of a mounting flange.

FIG. 3 shows one side of the pulling and bumping device of FIG. 1 in a pivoted state.

FIG. 4 shows the drawing and striking device in the first operating state.

FIG. 5 shows two rail vehicles connected to one another by means of a traction and impact device when passing through an arch.

FIG. 6 shows two rail vehicles connected to one another by means of a traction and impact device when the S-shaped rail section passes.

FIG. 7 shows an alternative embodiment in partial cross-section of the illustrated drawing and striking device.

FIG. 8 shows one side of the pulling device of FIG. 7 in a pivoted state.

DETAILED DESCRIPTION OF THE INVENTION

FIG. 1 shows a drawing and striking device which is shown in FIG

0 «• 4« ··· * * # »» «·· is especially suitable for short showering of rail vehicles. Since this draw and pusher device is designed symmetrically, only the left, cut off half of the draw and pusher device is generally taken into account in the following explanation. It goes without saying that the corresponding parts are also available on the opposite, that is, the right side.

The draw and pusher device has a central connector 1, which is preferably manufactured as a casting, in particular as a spherical casting. This connector 1 is substantially tubular, with the wall thickness increasing towards the connector end 2. The front side of the connector 1 is closed by the connecting part 3. On both sides of the connector 1 a rotatable fastening device 5, 6 is provided. by means of which the traction device is mounted on a rail vehicle, not shown. This flange 8 is arranged between two spring bundles 9, 12, the inner spring bundle 9 being effective in the impact direction and the outer spring bundle 12 being effective in the pulling direction. In addition, between the two spring bundles 9, 12, or between the flange 8 and the spring bundle 9 effective in the direction of impact, a perforated billet 16, which is guided on the outside of the piston-shaped connector 1 and provided with an opening 17, is clamped. This perforated billet 16 is axially displaceable relative to the Link 1. Between the outer side, the connector and the inner side of the perforated billet 16, two annular plastic strips 19 are provided which act as sliding bearings. The perforated billet 16 is provided on the side facing the flange 8 with a head portion 18 having a partially spherical surface 25, the central portion of the head portion 18 preferably being flattened. The flange 8, together with the head portion 18, forms a pressure joint 15 by means of which a traction joint 15 is provided.

The pressure forces generated by the operation are transmitted from the coupling 1 to the rail vehicle.

By means of the force entry surface 26, the impact forces are transmitted from the connector 7 to the flange 8 fixedly connected to the vehicle. In the illustrated embodiment, the force entry surface 26 is common to the face of the flange 8 facing the head portion 18. This force entry surface 26 thus forms a transition for the impact forces from the pivot elements to the fixed or connected elements connected to the rail vehicle.

In the non-swiveled state of the draw and pusher device shown here, the force is transmitted in the pusher direction from the connector 11 or the punched billet 16 to the flange 8 via a straight central section of the head portion 18. The punch billet 16 is arranged so as to rotate longitudinal central axis. The head portion 18 arranged on the perforated billet 16 is preferably made of plastic, thereby forming a sliding pair between the head portion 18 and the flange 8, which is made of steel.

Both the perforated billet 16 and the connecting portion 3 of the connector 11 are each provided with a through hole 4, 17 through which the rod 20 extends. A rod 20 formed as a head screw serves to bias both spring bundles 9, 12 and to transmit tension forces. A pressure plate 27 is provided between the head 21 and the link 20 as well as between the spring bundle 12 to support the tension spring of the active spring package 12. On the threaded end 22 of the threaded rod 20, a nut 24 is screwed on and which rests on the inside of the connecting portion 3 of the connector 11. This nut 24 is secured against rotation by a snap ring 23.

· · · · · ·

The flange 8 is fastened to the rod 20 by means of a ball joint 7. The center 29 of rotation of this ball joint 7 is behind the lead-in surface 26 of the flange 8. The arrangement of the ball joint 7 thus permits vertical pivoting of the link 1 relative to the flange 8. 4 in the closure connection part 3 so large that, under all operating conditions, a radial gap remains between the rod 20 and the opening wall in the connection part 3 and no guiding forces are exerted via the closure connection part 3 to the rod 20. The guiding forces are preferably transmitted by means of a perforated billet 16 on the plastic guiding strips 19 and thus also on the connecting line χ. By this arrangement, the bending forces acting on the rod 20 can be reduced.

Each spring bundle 9, 12 consists of a plurality of spring elements 10, 13, which are made of elastomeric plastic and which are separated from each other by intermediate disks 11. 14. By adjusting the independent spring bundles 9, 13 for pressure and tension , a soft change from tension to pressure is achieved and vice versa. By arranging the flange 8 between the two preloaded spring bundles, θ> 12, the flange 8 is in a non-loaded rest position in a so-called floating position, in which the stroke is absolutely free of impacts when the force changes. By means of this advantageous behavior in terms of traction dynamics, in particular the possibility not to create stroke constraints can be achieved. Because the head portion 18 is provided with a flattened central portion, a large surface contact of the head portion 18 to the flange 8 is thus achieved with a non-pivoted connecting line in the straight section of the track, resulting in a stabilizing effect. In this way, it is possible to prevent, in particular, the wobbling and oscillating movements of the rear wagon while driving in an inertial manner. In that the perforated billet 16 is rotatably arranged

- 8 • fcfc

Around the longitudinal center axis, uniform wear of the head portion 18 is achieved.

Of course, it is possible that the head portion 18, which is provided with a spherical surface 25, can also be arranged directly on the connecting line 1, so that a perforated billet 16 does not have to be formed. the connector and the rod 20 would have to be of appropriate dimensions.

Alternatively, of course, the flange 8 could also be provided with a partially spherical surface on the side facing the head portion 18, and for this purpose the head portion 18 would be provided with a straight or slightly spherical surface.

FIG. 2 shows a plan view of the fastening flange 8, which shows, in particular, fastening holes 28 which are adapted for the passage of screws by means of which the flange 8 and hence the traction device can be fastened to the rail vehicle. However, instead of the illustrated flange 8, flanges without fastening holes can also be used. In such a case, the corresponding flange is inserted into the corresponding bearing groove in the rail vehicle, and preferably a retaining plate is provided on its underside to prevent the flange from falling out.

FIG. 3 shows, in a larger illustration, the left side of the drawing and striking device of FIG. 1 in a pivoted state. The flattened central portion 30 of the head portion 18 can be seen. In this case, the link 1 is pivoted about 6 ° relative to the longitudinal axis 32 of the car shown, and the longitudinal centerline 33 of the link 1 is also shown. by pivoting the line 11, the contact between the head portion 18 of the perforated billet 16 and the flange 8 has moved radially outwardly relative to the longitudinal centerline 33 so that the flange 8 now bears on the center of gravity of the transmitted force X of the spherical head surface 25 As a result, force is applied in the direction of impact from the connector 8 or the perforated billet 16 to the flange 8 also at the center of gravity X of the transmitted force. Since the center of rotation 29 of the ball joint 11 lies behind the force insertion surface 26 as in the example shown, the center of gravity X of the transmitted force is shifted continuously in the pivot direction of the connector 6 when the connector 7 is pivoted. As a result, when the compressive forces are generated, the ratio of the transverse force to the longitudinal force, i.e. Fq / F1, is reduced and the derailment safety of the rail vehicle is increased. When referring to the direction of impact, this normally means that a pusher force is exerted on the corresponding vehicle by means of a traction and impact device, which arises in particular when the vehicle is braked or in sliding operation. However, it is not absolutely necessary that the pivoting center 29 of the ball joint 7 is beyond the force insertion surface 26, but the center of rotation could also be displaced up to the force insertion surface 26, or in some cases could even be displaced slightly above it.

Fig. 4 shows the traction and impact devices in a first operating state that can be formed when passing through an S-shaped arc. From this illustration it can be seen that there is a force line 34 between the force transmission centers X, Xr. acting practically parallel to the longitudinal axes 35, 36 of the rail vehicles. Thus, the transverse forces can be kept very low. There is also an apparent angle α between the force force line 34

• · · · · · · · · · · · · ·

The direction of swiveling of the line J with respect to the left flange 8 is indicated by the arrow 38 and the direction of displacement of the left center of gravity XI of the transmitted force v

an arrow showing the feed direction 39 of the force entry point. Thus, the head portion 18 and the load center of gravity XI disposed on the push side are displaced identically in the direction of the arrow 38 in the direction of the deflection of the connector 7 when the link 11 is pivoted.

FIG. 5 schematically illustrates rail vehicles 40, 41 which are coupled by a traction and impact device. The operating state shown, for example, occurs when a right-hand rail vehicle enters an arc with a radius of approximately 150 m. Based on the drawn force line 44, it can be seen that also in this operating state the force line 44 forms only a small angle with the longitudinal center axis. 42, 43 of the corresponding rail vehicle 40, 41, optionally extending practically parallel thereto.

Figure 6 schematically shows the traction and impact devices in a state where the two rail vehicles 45, 46 pass through an S-shaped arc. Here also the force line 49 extends substantially parallel to the longitudinal central axes 47, 48 of the rail vehicles 45, 46, so the transverse forces are again very small.

Fig. 7 shows an alternative embodiment of the drawing and striking device, in particular the differences to the previous embodiment according to Figs. 1 to 4. In the present embodiment, the same components are indicated by the additional letter a in the reference number.

The draw and pusher device has a link 1a, which, unlike the previous embodiment, is not made of:

11 but one of two parts 1b, 1c which are screwed together in the middle. To secure the rotatable fastening device 5a to the connecting line 1a, a link 20a is provided again, and a spring bundle 12a is arranged to absorb the tensile forces between the thrust plate 27a supported on the head 21a of the link 20a and between the flange 8a.

However, the essential difference with respect to the preceding embodiment is the type and arrangement of the means for shifting the center of gravity of the transmitted force. Instead of a compression joint, a spring arrangement 50 is provided in the present case, which has an annular elastomeric plastic 51 as a central element. This compression spring 51 has a high spring stiffness in the compression direction and is arranged between the flange 8a and the end of the connector The sleeve 52 abuts the front end of the connector 1a by means of the arm 53 and supports the compression spring 53 over the entire surface. In addition, a slide plate 54 and an intermediate plate 55 are arranged between the mounting flange 8a and the compression spring 51. 54, 55 are bolted to each other and supported by means of a common ball joint 56 are rotatably supported on the rod 20a. In addition, an intermediate disc is provided on both sides of the compression spring 51.

The fastening flange 8a is again supported by a ball joint 7a on the linkage 20a, the ball joint 7a not being arranged centrally in the flange 8a but rather offset somewhat rearwardly against the rail vehicle. The center of rotation 29a of the ball joint 7a is thus further downstream of the force insertion surface 26a, the force insertion surface 26a being also in this case formed by the front side of the flange 8a facing the line 1a and thus constituting a force transition plane from the pivotable line 1a to.

1.2. A pivoting mounting device 5a mounted on the rail vehicle. The offset between the ball joint arrangement 7a and the sliding plate 54 and the intermediate plate 55 is offset from the rear of the vehicle by the distance between the pivot center 29a of the ball joint 7a and the compression spring 51.

FIG. 8 shows the right side of the drawing and striking device of FIG. 7 in a pivoted state. Upon lateral pivoting of the connector 1a, the compression spring 51 is compressed on the pivoting side while relieving on the opposite side. In contrast to the previous embodiment, the impact force is not transmitted by a point or line contact surface in the pressure joint 15, see Fig. 1, but is transmitted by a compression spring 51 flat from the housing 52 to the intermediate plate 55. The force transmission surface is roughly indicated by a hatched surface F. However, by analogy with the previous example, with increasing swiveling of the connector 1a, the center of gravity of the transmitted force XI is shifted continuously in the swiveling direction of the connector 1a. By means of a sliding plate 54, which is made of plastic and thus has good sliding properties compared to the flange-forming casting 8a, it is possible to largely capture the radial offset between the compression spring 51 and between the flange 8a when the coupling 1a is pivoted. In this case, the compression spring 51 is not primarily used to absorb the impact energy but to shift the center of gravity of the transmitted force as a function of the pivot angle of the line 1a. This compression spring 51 achieves a relatively large force transmission. low specific surface pressures are generated, which allows the use of simple, yet maintenance-free sliding materials, which are used in particular for the manufacture of the slide plate 54.

The advantages of the pulling and impacting »4 444« are summarized below.

4

According to the invention.

Greater safety against derailment is ensured through eccentric force application in ramming operation, when entering arcs and when passing through S-shaped arcs

Furthermore, a biased and free of pivotal fastening device is provided.

A soft change from tension to pressure and vice versa is also provided, thanks to the independent compression and tension spring assemblies.

Automatic clearance clearance is achieved.

The device is largely usable without maintenance, since the variant according to FIG. 1 achieves uniform wear of the head part or low specific surface pressures in the variant according to FIG.

It is also achieved, thanks to the large-area mounting, stabilizing effect on direct exit. This prevents, on the one hand, the undulating and oscillating movements of the rearmost vehicle during steady driving, and on the other hand, it avoids lateral yawing of the vehicle when high longitudinal compressive forces occur during a straight exit.

Claims (15)

A drawing and striking device for articulated coupling of rail vehicles 4 to a central link (1, 1a), which is mounted on both sides by means of a spherical joint (7, 7a) provided with a pivotable fastening device (5, 5a) on the rail vehicle. characterized in that the pivot center (29, 29a) of the ball joint (7, 7a) of the corresponding rotatable fastening device (5, 5a) is provided in the region or behind the force insertion surface (26, 26a) by which the impact forces are transmitted from the coupling (1, 1a) on a corresponding rotatable fastening device (5, 5a), wherein means are provided between said force entry surface (26, 26a) and between the link (1, 1a) to move the link (1, 1a) laterally. the center of gravity (X, XI) of the transmitted force for the impact forces in the pivot direction of the connector (1, 1a). Towing and striking device according to claim 1, characterized in that the force entry surface (26, 26a) is arranged on the front side of the fastening means by means of which the rotatable fastening device (5, 5a) can be mounted on a rail vehicle. The drawing and striking device according to claim 1 or 2, characterized in that the rotatable fastening device (5) has a flange (8) on which the force insertion surface (26) is arranged while being on the insertion surface (26) The head portion (18), which is in effective communication with the link (1), is supported on the pressure side and wherein the force entry surface (26) and / or the surface (25) of the head portion (18) is at least partially spherical and together they form a pressure joint (15) which, when swung laterally, connects «· tttt * · - 1.5 ce (1) shifts the center of gravity (X) of the transmitted force for the impact forces continuously in the swivel direction of the coupling (1). Towing and bumping device according to claim 1 or 2, characterized in that said means comprise a biasing spring arrangement (50) in the biasing direction which is in effective communication with and together with the link (1a). The spring arrangement (50) has such a high spring stiffness in the impact direction that the center of gravity (XI.) of the transmitted force is shifted in its swiveling direction with increasing swing of the connector (1a). The drawing and striking device according to claim 4, characterized in that the spring arrangement (50) has at least one annular elastomeric plastic consisting of a compression spring (51). The drawing and striking device according to claim 5, characterized in that a sliding plate (54) is arranged between the force entry surface (26a) and the compression spring (51), on which the compression spring (51) is supported directly or indirectly. The drawing and striking device according to claim 6, characterized in that an intermediate plate (55) is arranged between the sliding plate (54) and the compression spring (51), which is connected to the sliding plate (54), the intermediate plate (55) and the slide plate (54) are supported by a ball joint (56). The drawing and striking device according to one of Claims 4 to 7, characterized in that each rotatable hitch. . the fastening device (5a) has a flange (8a) for mechanical fastening 9 9 - 17 9 9 9 99 9 99 · * ► 9 9 1 is not on the rail vehicle and that means are provided between this flange (8a) and between the coupling (1a) to shift the center of gravity (XI) of the transmitted forces for the impact forces when laterally pivoting the coupling (1a) in the pivot direction of the connector (1a). Towing and striking device according to claim 8, characterized in that the flange (8a) is arranged between the spring arrangement (50) and the spring package (12a), wherein a tie rod (20a) is supported on the pulling side of the link (1a). adapted to bias the spring arrangement (50) and the spring bundle (12a), and wherein the flange (8a) is rotatably mounted by a ball joint (7a) to the rod (20a). Towing and pushing device according to claim 9, characterized in that a sleeve (52) is provided at the end of the connector (1a), which bears on the connector (1a) by means of an arm (53) and fully supports in the axial direction a spring (51). The drawing and striking device according to claim 3, characterized in that the head part is connected to the coupling (1). characterized by (18) being flexible The drawing and striking device according to claim 11, characterized in that the at least partially spherical surface (25) has a flattened central part (30). Towing and striking device according to claim 3, characterized in that the flange (8) is arranged between two spring bundles (9, 12), one of which is active in the direction of impact and the opposite is active in the direction of tension, the rod ( 20), which is supported on the towing side on - 17 99 · t ** ** ** ** ** ** ** ** ** ** BB »99 • • 9 9 · B · · 99 9999 the connector (1) is adapted to bias the spring bundles (9, 12), and wherein the flange (8) is fixed by means of a ball joint (7) rotatably to the rod (20). Towing and pushing device according to claim 13, characterized in that the central connector (1) is provided on both sides with one perforated billet (16) guided on the connector (1), which faces the flange (8) on the roof. provided with an at least partially spherically arranged head portion (18), wherein an active spring bundle (9) in the pressure direction is arranged between the front side of the connector (1) and the perforated billet (16) such that the perforated billet (16) is relative to the connector (1) axially movable. A drawing and striking device according to claim 14, characterized in that the perforated billet (16) is arranged rotatably about a longitudinal center axis (33). The drawing and striking device according to claim 3, characterized in that the at least partially spherical surface (25) is arranged directly on the link (1).