DE102022123657A1 - Center buffer coupling for a rail vehicle and rail vehicle with such a center buffer coupling - Google Patents

Abstract

A central buffer coupling (1) of a rail vehicle comprises a housing (1a), a hook disk (2) with a drive section (3) and a pivot axis (2a), and an actuator (6, 6') with an actuating element (7, 7'). , wherein the actuating element (7, 7 ') interacts with the drive section (3) of the hook disk (2) at a contact point (8). The contact point (8) has a bearing (9) which is designed as a roller bearing. A rail vehicle with at least one such central buffer coupling (1) is provided.

Description

The invention relates to a central buffer coupling of a rail vehicle according to the preamble of claim 1. The invention also relates to a rail vehicle with such a central buffer coupling.

Der Kuppelvorgang läuft heutzutage manuell ab. D.h. ein Bahnmitarbeiter muss die Kupplungen von Hand schließen und öffnen.Rail vehicles such as freight cars are connected to one another using mechanical components called screw couplings.

Nowadays the coupling process is done manually. This means that a railway employee has to close and open the couplings by hand.

There are already so-called center buffer couplings on rail vehicles for passenger transport. These systems couple and uncouple automatically.

The coupling process is based on the principle of the Scharfenberg coupling. The Scharfenberg coupling is well known. It is a rigid center buffer coupling.

The energy required for the coupling process is provided by the speed of the car to be coupled during a coupling process.

1 shows a schematic top view of an internal structure of a center buffer coupling 1 according to the prior art in a release position.

The center buffer clutch 1 comprises a housing 1a, a hook disk 2 with a drive section 3 and an output section 4, an eyelet 5 and an actuator 6 'with an actuating element 7' designed as a push rod.

To uncouple, i.e. release the clutch, a pneumatic cylinder is used as an actuator 6'. Due to the design, the release process not only creates pressure forces on the piston rod, i.e. actuating element 7 ', of the pneumatic cylinder, but also moments that cause corresponding guiding and frictional forces in the cylinder.

The push rod as the actuating element 7' of the cylinder or actuator 6' is pushed out by means of pneumatically provided energy and thereby rotates the hook disk 2 of the Scharfenberg coupling about a pivot axis 2a in the releasing direction. A frictional force arises in a contact point 8 of the contact point between a drive section 3 of the hook disk 2 of the Scharfenberg coupling and a free end of the actuating element 7 'of the cylinder. This frictional force increases in proportion to the pressure force on the actuating element 7'. The pressure force in turn increases almost proportionally with the stroke of the actuating element 7 '. As the stroke on the cylinder increases, the torque MR resulting from the frictional force on the actuating element 7' increases disproportionately.

Show this 2-3 Schematic views of a contact point of the hook disk 2 and actuator 6 'of the center buffer clutch 1 1 According to the state of the art. 2 shows an overview with the hook disk 2 and the actuator 6 'in the release position of the center buffer clutch 1, where 3 an enlarged section IV 2 a contact point 8 represents the contact point.

In addition, the contact point 8 between the actuating element 7 'and the hook disk 2 moves beyond the central axis 6a of the actuating element 7' in the area of the maximum stroke. This creates an offset between the line of action of the pressure force and the central axis 6a of the actuating element 7 '. The contact point 8 lies on a contact circle 8a around the pivot axis 2a of the hook disk 2.

The offset a is the distance between an intersection A 'of the radius R of the contact circle 8a with the central axis 6a of the actuating element 7' and the end point A of the radius R of the contact circle 8a, i.e. with the contact circle 8a itself.

And the offset b is the distance between an intersection B 'of the radius R of the contact circle 8a with the central axis 6a of the actuating element 7' and the end point B of the radius R of the contact circle 8a, i.e. with the contact circle 8a itself. The end point B is simultaneous here the contact point 8.

Der Versatz erzeugt in Verbindung mit der Druckkraft ebenfalls ein Moment MDK auf das Betätigungselement 7'. Die Summe der beiden Momente MR und MDK muss von dem Betätigungselement 7' aufgenommen werden und erzeugt in der Folge Querkräfte, die im Zylinder des Aktuators 6' abgestützt werden müssen. Der Winkelbereich zwischen X° und Y° stellt das Ende des Arbeitsbereiches dar. In diesem Bereich ist die Druckkraft auf das Betätigungselement 7' maximal, und daher sollte der Versatz zur Mittelachse 6a des Betätigungselementes 7' minimal sein.In the angular position “X” this offset is denoted by “a”, in the angular position “Y” the offset is denoted by “b” ( 3 ).

The offset, in conjunction with the compressive force, also generates a moment MDK on the actuating element 7 '. The sum of the two moments MR and MDK must be absorbed by the actuating element 7' and subsequently generates transverse forces that must be supported in the cylinder of the actuator 6'. The angular range between

Therefore, the object of the invention is to create an improved central buffer coupling with an electromechanical actuator of a rail vehicle, in which the above-mentioned disadvantages with regard to the moments that occur are reduced, and the wear on the mechanical components such as the hook disk and actuating element (push rod or pressure pipe) is avoided or significantly reduced.

Another object is to provide an improved rail vehicle with such a center buffer coupling.

The task is solved by the subject matter of claim 1.

The further task is solved by the subject matter of claim 11.

One idea behind the invention is to reduce the frictional forces and to design the kinematics of the system (hook disk, threaded spindle) in such a way that the torque MDK on the threaded spindle towards the end of the stroke is as low as possible.

A center buffer coupling according to the invention of a rail vehicle comprises a housing, a hook disk with a drive section and a pivot axis, and an actuator with an actuating element, the actuating element interacting with the drive section of the hook disk at a contact point. The contact point has a bearing that is designed as a roller bearing.

A significant advantage here is that no frictional forces occur in the contact point, in contrast to the prior art, but only rolling frictional forces. The frictional forces can thus be significantly reduced, while at the same time wear on the hook disk and actuating element as well as on the actuator can be advantageously reduced and a service life can be increased.

A rail vehicle according to the invention has the center buffer coupling described above.

Advantageous training is described in the subclaims.

In one embodiment, the contact point lies on a contact circle around the pivot axis of the hook disk, with a roller of the bearing designed as a roller bearing contacting the actuating element in this contact point. A roller bearing is advantageously available as a commercially available, high-quality component at low cost.

A further embodiment provides that a roller of the bearing designed as a roller bearing contacts a print head of the actuating element. The print head can advantageously be provided with a special surface in the area of contact, which additionally reduces the rolling friction of the roller bearing.

For a further advantageous reduction in friction, another embodiment provides that the actuator has a ball screw drive with a threaded spindle and a spindle nut.

In a further embodiment, a kinematics of threaded spindle, actuating element and hook washer is designed such that an offset between a bearing axis of the bearing and a central axis of threaded spindle and actuating element is averaged in a working range from clutch open to hook washer locked, the offset being the distance between one Intersection A' of the radius R of the contact circle with the central axis of the actuating element and the end point A of the radius R of the contact circle, and where the offset is the distance between an intersection B' of the radius R of the contact circle with the central axis of the actuating element and the end point B of the Radius R of the contact circle is, where the end point B is the contact point. In this way it is advantageously achieved that the torque MDK on the threaded spindle is low towards the end of the stroke of the threaded spindle or the actuating element. This reduces wear and increases service life.

For this purpose, it is advantageous if the offset a and the offset b both have almost similar length values in the radial direction in relation to the pivot axis of the hook disk, since this results in a uniform load.

It is also advantageous if the offset a and the offset b both have similar length values in the radial direction with respect to the pivot axis of the hook disk in a range of the maximum stroke of the actuating element and threaded spindle, since this reduces wear on all components involved a lifespan is increased.

In one embodiment, the actuator is an electromechanical actuator with an electric motor. This is advantageous because electric motors are available on the market inexpensively in a variety of designs with different strengths and designs.

In a further embodiment, the electric motor is a direct current motor, with a motor axis of the electric motor running parallel to a common central axis of the threaded spindle and the actuating element. A direct current motor can advantageously be reversed in its direction of rotation by simply reversing the polarity of its operating voltage. This with usual electrical/electromechanical/electronic components are advantageously easy to implement.

If the electric motor is designed as a hollow shaft motor in the form of a permanently excited synchronous motor, with a motor torque acting directly on a spindle nut of the threaded spindle, an advantageously compact design is possible.

• - Reduktion der Momente, welche aufgrund der Drehbewegung der Hakenscheibe, zwangsweise entstehen
• - Erhöhung der Lebensdauer der Gewindespindel und Spindelmutter sowie der Lagerung der Gewindespindel
• - Kleinere Dimensionierung des Elektromotors (Platzbedarf und geringere Antriebsleistung im Vergleich zum Stand der Technik)
• - Die Verschraubung des Aktuators mit dem Hauptgehäuse der Kupplung ist geringer belastet
• - Reduzierung von Verschleiß an einem Führungsrohr des Betätigungselementes und an der Hakenscheibe
• - Reduzierung von Verschleiß an Führungen des Betätigungselementes

The invention enables the following advantages;

• - Reduction of the moments that inevitably arise due to the rotational movement of the hook disk
• - Increasing the service life of the threaded spindle and spindle nut as well as the bearing of the threaded spindle
• - Smaller dimensions of the electric motor (space requirement and lower drive power compared to the state of the art)
• - The screw connection of the actuator to the main housing of the clutch is subject to less stress
• - Reduction of wear on a guide tube of the actuating element and on the hook disk
• - Reduction of wear on the guides of the actuating element

• 1 eine schematische Draufsicht eines inneren Aufbaus einer Mittelpufferkupplung nach dem Stand der Technik;
• 2-3 schematische Ansichten einer Kontaktstelle von Hakenscheibe und Aktuator der Mittelpufferkupplung nach 1 nach dem Stand der Technik;
• 4 eine schematische Draufsicht und Teilschnittansicht eines inneren Aufbaus eines Ausführungsbeispiels einer erfindungsgemäßen Mittelpufferkupplung;
• 5-6 schematische Ansichten einer Kontaktstelle von Hakenscheibe und Aktuator der erfindungsgemäßen Mittelpufferkupplung nach 4;
• 7 eine schematische Draufsicht und Teilschnittansicht eines inneren Aufbaus einer Variante des Ausführungsbeispiels der erfindungsgemäßen Mittelpufferkupplung nach 4-6; und
• 8 eine schematische, vergrößerte Seitenansicht des elektromechanischen Aktuators nach 4.

An exemplary embodiment of the invention is described below with reference to the accompanying drawings. The invention is not limited to this exemplary embodiment. In particular, individual features of the following exemplary embodiment can be used not only in this exemplary embodiment, but also in other exemplary embodiments. Show it:

• 1 a schematic top view of an internal structure of a prior art center buffer coupling;
• 2-3 Schematic views of a contact point between the hook disk and the actuator of the center buffer coupling 1 According to the state of the art;
• 4 a schematic plan view and partial sectional view of an internal structure of an embodiment of a center buffer coupling according to the invention;
• 5-6 Schematic views of a contact point of the hook disk and actuator of the center buffer coupling according to the invention 4 ;
• 7 a schematic top view and partial sectional view of an internal structure of a variant of the exemplary embodiment of the center buffer coupling according to the invention 4-6 ; and
• 8th a schematic, enlarged side view of the electromechanical actuator 4 .

The 1-3 from the prior art are already described above.

4 shows a schematic top view and partial sectional view of an internal structure of an exemplary embodiment of a center buffer coupling 1 according to the invention in a release position.

5-6 show schematic views of a contact point of the hook disk 2 and actuator 6 of the center buffer clutch 1 4 represents. 5 shows an overview with the hook disk 2 and the actuator 6 in the release position of the center buffer coupling 1, where 6 an enlarged section VI 5 a contact point 8 represents the contact point.

The central buffer coupling 1 (Scharfenberg coupling) (called DAC or DAK) is designed for use in freight wagons. With the use of the DAC in the freight wagons, they will also be electrified. The DAC should therefore not be released pneumatically, as is the case with central buffer couplings in passenger transport, but electrically.

The center buffer clutch 1 comprises a housing 1, a hook disk 2 with a pivot axis 2a, a drive section 3 and an output section 4, an eyelet 5 and an electromechanical actuator 6 with an actuating element 7, a threaded spindle 12, an electric motor 10 and a motor brake 11.

The actuating element 7 is designed here as a pressure pipe.

The electromechanical actuator 6 has a ball screw drive that is driven by an electric motor. The ball screw includes the threaded spindle 12 and a spindle nut 7b, which is firmly connected to the actuating element 7 and is guided in a rotationally fixed manner in the actuator 6 so that it can be moved longitudinally in a manner not described in detail.

The electric motor 10 is operatively connected to the threaded spindle 12 via a gear 10b. The gear 10b can be, for example, a spur gear.

The actuating element 7, which is connected directly to the spindle nut 7b of the ball screw, is functional with the actuator supply element 7' (push rod) of the pneumatic cylinder (see 1-3 ).

In terms of their service life, ball screws are sensitive to moments (such as those that arise in pneumatic cylinders).

In this exemplary embodiment, the contact point with the contact point 8 has a bearing 9 with a bearing axis 9a. The bearing 9 is a roller bearing with a roller and is rotatably arranged in the drive section 3 of the hook disk 2. The bearing axis 9a runs parallel to the pivot axis 2a of the hook disk 2.

The contact point 8 lies on the contact circle 8a around the pivot axis 2a of the hook disk 2. In this contact point 8, the roller of the bearing 9 contacts a print head 7a of the actuating element 7.

The kinematics of threaded spindle 12, actuating element 7 and hook disk 2 is designed such that the offset between the center of the roller bearing, i.e. the bearing axis 9a of bearing 9, and the central axis 6a of threaded spindle 12 and actuating element 7 in a working range of a) clutch open (X°) to b) hook washer 2 locked (Y°) is centered. This is preferably the case in the area of the maximum stroke of the actuating element 7 and threaded spindle 12. That is, the contact point 8 between the roller of the bearing 9 and the print head 7a of the actuating element 7, which interacts with the threaded spindle 12, intersects the central axis 6a of the actuating element 7 and threaded spindle 12 in this area.

The offset a is the distance between an intersection A 'of the radius R of the contact circle 8a with the central axis 6a of the actuating element 7' and the end point A of the radius R of the contact circle 8a, i.e. with the contact circle 8a itself.

And the offset b is the distance between an intersection B 'of the radius R of the contact circle 8a with the central axis 6a of the actuating element 7' and the end point B of the radius R of the contact circle 8a, i.e. with the contact circle 8a itself. The end point B is simultaneous here the contact point 8.

In other words, the offset “a” and the offset “b” both have essentially the same length values in the radial direction with respect to the pivot axis 2a of the hook disk 2.

• - Reduktion der Momente, welche aufgrund der Drehbewegung der Hakenscheibe 2, zwangsweise entstehen
• - Erhöhung der Lebensdauer der Gewindespindel 12 und Spindelmutter 7b sowie der Lagerung (nicht bezeichnet) der Gewindespindel 12
• - Kleinere Dimensionierung des Elektromotors 10 mit geringerer Antriebsleistung im Vergleich zum Stand der Technik
• - Die Verschraubung (nicht bezeichnet) des Aktuators mit dem Hauptgehäuse der Kupplung ist geringer belastet
• - Reduzierung von Verschleiß an einem Führungsrohr (nicht bezeichnet) des Betätigungselementes 7 und an der Hakenscheibe
• - Reduzierung von Verschleiß an Führungen des Betätigungselementes 7

In this way, according to the structure described above, with the use and arrangement of the roller bearing (bearing 9) and the arrangement according to the invention of the threaded spindle 12 with the actuating element 7, the following advantages arise:

• - Reduction of the moments that inevitably arise due to the rotational movement of the hook disk 2
• - Increasing the service life of the threaded spindle 12 and spindle nut 7b as well as the bearing (not designated) of the threaded spindle 12
• - Smaller dimensions of the electric motor 10 with lower drive power compared to the prior art
• - The screw connection (not marked) of the actuator with the main housing of the clutch is subject to less stress
• - Reduction of wear on a guide tube (not designated) of the actuating element 7 and on the hook disk
• - Reduction of wear on the guides of the actuating element 7

7 shows a schematic top view and partial sectional view of an internal structure of a variant of the exemplary embodiment of the center buffer coupling 1 according to the invention 4-6 in a coupling position of the hook disk 2.

In this variant, the actuator 6 has an electric motor 13, which is designed as a hollow shaft motor in the form of a permanently excited synchronous motor. In this version, the motor torque acts directly on the spindle nut 7b of the threaded spindle 12. The threaded spindle 12 itself is guided in a longitudinally displaceable manner by means of two parallel guide rods 14, 15, which absorb the resulting moments

8th represents a schematic, enlarged side view of the electromechanical actuator 6 4 represents.

The electric motor 10 with the motor brake 11 are arranged here in relation to the threaded spindle 12 with the actuating element 7 in such a way that the common motor axis 10a of the electric motor 10 and the motor brake 11 runs parallel to the common central axis 6a of the threaded spindle 12 and the actuating element 7.

The motor torque of the electric motor 10, which is designed here as a direct current motor, is transmitted to the threaded spindle 12 via a gear 10b. In this example, the transmission 10b is a single-stage spur gear. Of course, the transmission 10b can also consist of more stages. The gear 10b can also have other gearing, for example helical gearing.

The invention is not limited by the exemplary embodiment given above, but can be modified within the scope of the claims.

For example, it is conceivable that the bearing 8 designed as a roller bearing has several rollers. Balls are also possible, for example.

It is also conceivable to mount the roller on the pressure pipe - instead of on the hook washer.

Reference symbol list

1

Center buffer coupling

1a

Housing

2

Hook washer

2a

Pivot axis

3

Drive section

4

output section

5

eyelet

6, 6'

actuator

6a

Central axis

7, 7'

Actuator

7a

Printhead

7b

spindle nut

8th

Contact point

8a

Contact circle

9

camp

9a

Bearing axis

10

Electric motor

10a

Motor axis

10b

transmission

11

Engine brake

12

threaded spindle

13

Electric motor

14, 15

Guide rod

X, Y

Pivot angle

AWAY'

intersection

a-A; b-B

offset

R

radius

Claims (11)

Central buffer coupling (1) of a rail vehicle, comprising a housing (1a), a hook disk (2) with a drive section (3) and a pivot axis (2a), and an actuator (6, 6 ') with an actuating element (7, 7') , wherein the actuating element (7, 7 ') interacts with the drive section (3) of the hook disk (2) at a contact point (8), characterized in that the contact point (8) has a bearing (9) which is designed as a roller bearing is, has. Center buffer coupling (1). Claim 1 , characterized in that the contact point (8) lies on a contact circle (8a) around the pivot axis (2a) of the hook disk (2), a role of the bearing (9) designed as a roller bearing, the actuating element (7 ) contacted. Center buffer coupling (1). Claim 2 , characterized in that a roller of the bearing (9), designed as a roller bearing, contacts a print head (7a) of the actuating element (7). Center buffer coupling (1) according to one of the preceding claims, characterized in that the actuator (6, 6') comprises a ball screw drive with a threaded spindle (12) and a spindle nut (7b). Center buffer coupling (1) according to one of the preceding claims, characterized in that a kinematics consisting of threaded spindle (12), actuating element (7) and hook disk (2) is designed such that an offset (a, b) between a bearing axis (9a) of the Bearing (9) and a central axis (6a) of the threaded spindle (12) and actuating element (7) are averaged in a working range from the clutch open (X°) to the hook disk (2) locked (Y°), the offset (a) being the Distance between an intersection A 'of the radius R of the contact circle (8a) with the central axis (6a) of the actuating element (7) and the end point A of the radius R of the contact circle (8a), and where the offset (b) is the distance between a Intersection point B 'of the radius R of the contact circle (8a) with the central axis (6a) of the actuating element (7) and the end point B of the radius R of the contact circle (8a), where the end point B is the contact point (8). Center buffer coupling (1). Claim 5 , characterized in that the offset (a) and the offset (b) both have similarly large length values in the radial direction with respect to the pivot axis (2a) of the hook disk (2). Center buffer coupling (1). Claim 6 , characterized in that the offset (a) and the offset (b) both have similar length values in the radial direction with respect to the Have the pivot axis (2a) of the hook disk (2) in an area of the maximum stroke of the actuating element (7) and threaded spindle (12). Center buffer coupling (1) according to one of the preceding claims, characterized in that the actuator (6) is an electromechanical actuator (6) with an electric motor (10, 13). Center buffer coupling (1). Claim 8 , characterized in that the electric motor (10) is a direct current motor, with a motor axis (10a) of the electric motor (10) running parallel to a common central axis (6a) of the threaded spindle (12) and the actuating element (7). Center buffer coupling (1). Claim 8 , characterized in that the electric motor (13) is designed as a hollow shaft motor in the form of a permanently excited synchronous motor, with the motor torque acting directly on a spindle nut (7b) of the threaded spindle (12). Rail vehicle with at least one central buffer coupling (1) according to one of the preceding claims.

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