EP0060775B1 - Kombinierte Kuppel- und Puffervorrichtung für ein Eisenbahnfahrzeug - Google Patents

Kombinierte Kuppel- und Puffervorrichtung für ein Eisenbahnfahrzeug Download PDF

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Publication number
EP0060775B1
EP0060775B1 EP19820400430 EP82400430A EP0060775B1 EP 0060775 B1 EP0060775 B1 EP 0060775B1 EP 19820400430 EP19820400430 EP 19820400430 EP 82400430 A EP82400430 A EP 82400430A EP 0060775 B1 EP0060775 B1 EP 0060775B1
Authority
EP
European Patent Office
Prior art keywords
chassis
auxiliary frame
articulation
forces
zone
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.)
Expired
Application number
EP19820400430
Other languages
English (en)
French (fr)
Other versions
EP0060775A1 (de
Inventor
André Gabriel Louis Baronnet
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Rail Chimie SA
Original Assignee
Rail Chimie SA
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Priority claimed from FR8104929A external-priority patent/FR2501609A1/fr
Priority claimed from FR8115087A external-priority patent/FR2515126A2/fr
Application filed by Rail Chimie SA filed Critical Rail Chimie SA
Priority to AT82400430T priority Critical patent/ATE13841T1/de
Publication of EP0060775A1 publication Critical patent/EP0060775A1/de
Application granted granted Critical
Publication of EP0060775B1 publication Critical patent/EP0060775B1/de
Expired legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
    • B61G9/00—Draw-gear
    • B61G9/04—Draw-gear combined with buffing appliances
    • B61G9/045—Draw-gear combined with buffing appliances with only metal springs
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F1/00—Underframes
    • B61F1/08—Details
    • B61F1/10—End constructions

Definitions

  • the automatic coupling is not yet generalized, but it seems eminently desirable to allow the so-called classic couplings to benefit immediately from the results of studies relating to the automatic coupling, and possibly even to prepare vehicles equipped with 'classic couplings so that they can receive later without significant modifications automatic couplings to replace their initial classic couplings.
  • the object of the present invention is to propose such new arrangements, this invention therefore relating to a combined coupling and buffering device of a railway vehicle as defined in. DE-C-67 246, consisting of an auxiliary frame which is mounted on the chassis of the vehicle, is capable of bearing compression support on this chassis, supports lateral buffers for resumption of compression buffering forces and is supported, by a thrust zone, on a support zone of the chassis passing through the median longitudinal plane of said chassis, and by a traction hitch, said thrust and support zones being shaped so as to allow a variation of orientation of the auxiliary frame substantially equal to a pivoting around the vertical geometrical axis of said support zone, the assembly being made to operate in straightening articulation in accordance with international prescriptions of automatic coupling, however that an articulation pivot crosses the frame auxiliary and chassis.
  • the mounting of the articulation pivot with at least one of the two said auxiliary part-frame and chassis is carried out with a clearance such that the compressive forces during buffering are transmitted by the auxiliary frame to the chassis only by pressing the thrust area of the auxiliary frame on the support area of the chassis, always with the effect of the straightening articulation.
  • two wagons 1, 2 have their chassis 3, 4 which rest on rails 5 by axles 6, respectively.
  • a cross member 7, 8 of the chassis 3, 4 constitutes the mechanically resistant element closest to the end 9, 10 of the wagon 1, 2, but nevertheless it is withdrawn with respect to this end.
  • An auxiliary frame 11, 12 is mounted at each end 9, 10 of the wagons 1, 2, being able to pivot in a horizontal plane, its pivoting being, moreover limited by means of springs 14, 15 coupled between this auxiliary frame 11, 12 and the corresponding chassis 3, 4.
  • Each frame has a generally isosceles triangular shape, the beam 16, 17 constituting the bottom of the triangle, elastically supporting (18) two lateral buffers 19.
  • the top of each triangle opposite the beam 16, 17 is constituted by a thrust piece 20, 21 which is disposed opposite a support zone 22, 23 of the chassis 3, 4, disposed in the center of the resistant cross member 7, 8, the thrust assembly constituting a straightening articulation prescribed for the "International" type coupling .
  • the rails 5 represented constitute a curve of the railway track, and the wagon 1 pushes the wagon 2, so that, on the one hand, a compressive force is developed between the buffers 19 of the two auxiliary frames 11, 12, of on the other hand, each of these auxiliary frames has substantially pivoted by an angle B, such that their two beams 16, 17 are substantially parallel, the direction of the compressive forces being that of the straight line D joining the two support zones 22, 23 of the two chassis 3, 4.
  • FIGS. 2 and 4 The details of the construction of one end of a chassis 3 equipped with the wagon 1 are shown in FIGS. 2 and 4.
  • the springs 14 are oriented perpendicular to the longitudinal plane 24, being coupled between the ends 27 of the beam 16 and the frame 3.
  • the latter has its end delimited by two horizontal sheets 26 between which the beam 16 is disposed, which rests on the sheet 26 lower, being held there by means of leaf springs 28 interposed between its upper face 29 and the upper sheet 26, a clearance K being provided between these two surfaces.
  • the traction hook 30, which allows the coupling of the vehicle to another vehicle, is mounted (31) on the auxiliary frame 11, in the central position, between the two lateral buffers 19, the assembly without modification of the unified traction.
  • a pivot 32 passes through on the one hand, practically without play, bearings 33 formed in two parallel plates 34 integral with the crosspiece 7, between which is inserted the end 35 of the auxiliary frame 11 which carries the thrust piece 20 , on the other hand, a buttonhole 36 formed in this end 35.
  • the clearing J 3 is such that, when the auxiliary frame undergoes a push in the direction of arrow G (FIG. 3), therefore a push corresponding to a compressive force of one or two buffers 19, its pushing piece 20 is at pushing support on the area 22 of the cross member 7, the buttonhole transmitting no thrust force due to the non-zero value of the clearance J 3 .
  • FIG. 5 shows an alternative embodiment of the arrangement already described, in which the beam 16 of the auxiliary frame has its ends engaged inside U forming the sides of the end of the frame 3.
  • Two angles 37 are fixed to the underside of the beam 16, while coil springs 38 are interposed between these angles 37 and the lower legs 39 of the U, obviously fulfilling the same function as the leaf springs 28 of the first embodiment.
  • the thrust force G acts on the central region of the cross member 7, and not on a lateral region of the end 9 of the chassis 3. This contributes to a second reduction in the value of the moment generated by the forces of compression.
  • the freedom of orientation of the auxiliary frame 11 causes a reduction in the angle of the direction of the straight line D relative to the plane longitudinal 24, and, consequently, another reduction in the moment of the compressive forces, so that this moment, as a result of these happy reductions, reaches a value sufficiently low to no longer be dangerous with regard to maintaining railway vehicles on rails 5, even during compression forces developed in the curves of the railway.
  • the action of the straightening joint of the "automatic coupling" type further reduces the shifting component.
  • the springs 14 obviously contribute to the automatic return to the middle position of the auxiliary frame 11.
  • the springs 28 or 38 make it possible to filter, at least momentarily, the forces transmitted to the auxiliary frame 11 before their transmission to the chassis 3, and to the wheels of the axle 6. This is, in particular, to filter the forces which could cause the unballasting of one of the wheels of the axle, precisely under the effect of the possible forces of compression by thrust between two vehicles. In addition, there is a reduction in beat noise from the auxiliary frame 11 on the chassis 3.
  • the traction forces of the chassis 3, transmitted by the traction hook 30 to the auxiliary frame 11, and, by this auxiliary frame to the pivot 32, and thus, to the chassis 3, are also centered, taking into account the position of the pivot 32. They act near the cross-member 7, therefore of the axle 6, which again is a guarantee of reduction of the parasitic moment tending to cause the possible tilting of the vehicle.
  • the proposed arrangement is therefore good, also from this point of view.
  • the overhang of the end 9 of the chassis 3 relative to the axle 6 can be relatively large, given the postponement of the cross member 7 near this axle.
  • the distance between the axles of the two ends of the chassis 3 can therefore be reduced, or else the wheelbase of the vehicle can be reduced, which facilitates the passage of the vehicle in curves with a small radius.
  • the auxiliary frames are manufactured independently of the complete chassis of the vehicles and can also be stored independently, while at the same time being at least partially standardized therefore of different types in reduced number, these characteristics being also advantageous.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Vibration Dampers (AREA)

Claims (5)

1. Kombinierte Kupplungs- und Puffervorrichtung für ein Schienenfahrzeug, gebildet durch ein Hilfsgestell (11), welches auf dem Fahrgestell (3) des Fahrzeugs montiert ist, zur Druckauflage auf dem Fahrgestell kommen kann, seitliche Puffer (19) zur Aufnahme der Pufferkräfte durch Zusammendrücken trägt und sich über eine Stoßzone (20) auf einer Stützzone (22) des Fahrgestells (3), die durch die Längsmittelebene (24) des Fahrgestells geht, abstützt, und durch eine Zugkupplung (30), wobei die Stoßzone (20) und die Stützzone (22) derart ausgestaltet sind, daß sie eine Richtungsänderung des Hilfsgestells zulassen, die im wesentlichen gleich einem Schwenken um die vertikale Geometrieachse der Stützzone (22) ist, wobei die Gesamtheit zum Funktionieren als Gleichrichteranlenkung entsprechend den internationalen Vorschriften für automatische Kupplungen realisiert ist und wobei ein Gelenkzapfen (32) durch das Hilfsgestellt (11) und das Fahrgestell (3) geht, dadurch gekennzeichnet, daß die Befestigung des Gelenkzapfens (32) an zumindest einem (35-11) der beiden Stücke (Hilfsgestell (11) und Fahrgestell (3)) mit Spiel (J" J2, J3) realisiert ist, sodaß die Druckkräfte beim Gegenfahren über das Hilfsgestell (11) an das Fahrgestell (3) nut durch Auflage der Stoßzone (20) des Hilfsgestells auf der Stützzone (22) des Fahrgestells unter ständiger Wirkung der Gleichrichteranlenkung übertragen werden.
2. Vorrichtung nach Anspruch 1, dadurch gekennzeichnet, daß der Gelenkzapfen (32) mit Spiel durch eine längliche, am Hilfsgestell (11) vorgesehene Aussparung (36) geht, welches Spiel (J3) sich zumindest auf der zu den Puffern (19) gerichteten Seite des Gelenkzapfens (32) befindet, in Verbindung mit der Wirkung der Gleichrichteranlenkung.
3. Vorrichtung nach einem der Ansprüche 1 und 2, dadurch gekennzeichnet, daß die Zugkupplung (30) auf dem Hilfsgestell (11) selbst montiert ist, wobei der Gelenkzapfen (32) mögliche Zugkräfte zwischen dem Hilfsgestell (11) und dem Fahrgestell (3) überträgt.
4. Vorrichtung nach einem der Ansprüche 1 bis 3, dadurch gekennzeichnet, daß ein elastisches Organ (28, 38) zum Auffangen der Kräfte in vertikaler Richtung zwischen dem Hilfsgestell (11) und dem Fahrgestell (3) eingesetzt ist.
5. Vorrichtung nach Anspruch 4, dadurch gekennzeichnet, daß das Hilfsgestell (11) zwischen zwei vertikal im Abstand befindlichen Elementen (26) des Fahrgestells (3) horizontal beweglich und von diesen Elementen des Fahrgestells geführt montiert ist und das Organ zum Kräfteauffangen durch mindestens eine Feder (28) gebildet ist, welche zwischen einem (26) der beiden Elemente des Fahrgestells (3) und dem Hilfgestell (11) eingesetzt ist.
EP19820400430 1981-03-12 1982-03-10 Kombinierte Kuppel- und Puffervorrichtung für ein Eisenbahnfahrzeug Expired EP0060775B1 (de)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AT82400430T ATE13841T1 (de) 1981-03-12 1982-03-10 Kombinierte kuppel- und puffervorrichtung fuer ein eisenbahnfahrzeug.

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
FR8104929 1981-03-12
FR8104929A FR2501609A1 (fr) 1981-03-12 1981-03-12 Dispositif de transmission a centrage des efforts de compression du materiel roulant ferroviaire
FR8115087A FR2515126A2 (fr) 1981-08-04 1981-08-04 Dispositif de transmission a centrage des efforts de compression du materiel roulant ferroviaire
FR8115087 1981-08-04

Publications (2)

Publication Number Publication Date
EP0060775A1 EP0060775A1 (de) 1982-09-22
EP0060775B1 true EP0060775B1 (de) 1985-06-19

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Family Applications (1)

Application Number Title Priority Date Filing Date
EP19820400430 Expired EP0060775B1 (de) 1981-03-12 1982-03-10 Kombinierte Kuppel- und Puffervorrichtung für ein Eisenbahnfahrzeug

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EP (1) EP0060775B1 (de)
DE (1) DE3264200D1 (de)

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN110525473B (zh) * 2019-09-30 2024-02-13 中车青岛四方车辆研究所有限公司 车钩用吊挂装置

Family Cites Families (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE67246C (de) * H. FISCHER EDLER VON RÖSLERSTAMM in Nesselsdorf, Mähren Durchgehende Zug- und Stolsverbindung für Eisenbahnfahrzeuge
FR2409896A1 (fr) * 1977-11-25 1979-06-22 Baronnet Andre Long wagon articule a plein gabarit
CA1157431A (en) * 1979-06-29 1983-11-22 Amsted Industries Incorporated Railway coupler carrier assembly

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Publication number Publication date
DE3264200D1 (en) 1985-07-25
EP0060775A1 (de) 1982-09-22

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