EP0167753A1 - Supporting and centering device for automatic railway train couplings - Google Patents

Supporting and centering device for automatic railway train couplings Download PDF

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Publication number
EP0167753A1
EP0167753A1 EP85105886A EP85105886A EP0167753A1 EP 0167753 A1 EP0167753 A1 EP 0167753A1 EP 85105886 A EP85105886 A EP 85105886A EP 85105886 A EP85105886 A EP 85105886A EP 0167753 A1 EP0167753 A1 EP 0167753A1
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EP
European Patent Office
Prior art keywords
coupling head
centering device
support
buffer
spring
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Granted
Application number
EP85105886A
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German (de)
French (fr)
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EP0167753B1 (en
Inventor
Axel Dr. Schelle
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Knorr Bremse AG
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Knorr Bremse AG
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Priority to AT85105886T priority Critical patent/ATE28833T1/en
Publication of EP0167753A1 publication Critical patent/EP0167753A1/en
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Publication of EP0167753B1 publication Critical patent/EP0167753B1/en
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
    • B61G7/00—Details or accessories
    • B61G7/10—Mounting of the couplings on the vehicle
    • B61G7/12—Adjustable coupling bars, e.g. for centralisation purposes

Definitions

  • the invention relates to a support and centering device for automatic train couplings of rail vehicles, which have a pivoting screed in front of the side buffer buffer, optionally articulated on a laterally deflectable draw hook of a manual coupling, articulated train coupling head.
  • Such a support and centering device is known, for example, from DE-AS 1 141 666, in which two helical springs acting via complex lever arrangements are provided for resilient support and centering.
  • resilient support and centering devices for automatic center buffer couplings are known in which the stability of a vertical and / or horizontal center position is achieved in that at least one spring-loaded bearing point of the support and / or centering device in two thrust bearings is divided, which are located at a certain distance from each other. When deflecting the Middle buffer coupling head from the central position one of these two thrust bearings is lifted against the resilient load, which results in an elastic restoring force.
  • the invention has for its object to provide a support and centering device of the type mentioned, which is very simple in construction, which is easy to assemble and which can therefore also be used in particular when converting a rail vehicle from a hook-type hand coupling to an automatic pull coupling is.
  • a form spring located below the coupling head and in front of the buffer beam, the ends of which are supported near the shock buffer from the front against the buffer beam and the central region, which is optionally bulged forward, presses against a pressure surface of the coupling head from the rear , which is located below a horizontal plane that can be placed through the articulation points of the coupling head.
  • a buffer screed 1 of a rail vehicle (not otherwise shown) is shown, which bears the usual shock buffers 2 on the side.
  • the screed 1 is surmounted by a pulling hook 3 of a manual coupling, which is connected to the frame of the rail vehicle via a conventional pulling device, not shown, and which can thus be held somewhat deflectable to the side in the usual way.
  • an automatic pull coupling head 5 is articulated on the pulling hook by means of a cross bolt 4. Below a horizontal plane that can be laid by the articulation of the coupling head 5, that is to say the cross bolt 4, the coupling head 5 has a vertical pressure surface 6 facing the buffer beam 1.
  • the buffer beam 1 carries between the two shock buffers 2 and these very close to two bearing blocks 7, which have vertical, forward-facing and transverse to the rail vehicle abutment surfaces 8.
  • a form spring 9 is clamped with such a pretension that it holds the coupling head 5 in its vertical desired position. It is expedient to hold the form spring 9 laterally immovably on the pressure surface 6; this holder can be realized, for example, by a nose engaging in a recess in one part on the other part or also by a bolt or clamp connection.
  • the shaped spring 9 located below the coupling head 5 has a curved shape that bulges out toward the center, and its ends, which are formed towards the front, rest on the abutment surfaces 8.
  • the shaped spring 9 is preferably designed as a leaf spring with a vertical leaf surface, but it can also have a different design - for example as a bar spring.
  • the bias of the form spring 9 is to be dimensioned such that coupling operations with a mating coupling head can be carried out without pushing back the coupling head 5.
  • the Buchkupplungskopf 5 may be under omission of the hook 3 are also hinged directly to one of the pulling means, not shown, of the rail vehicle belonging drawbar or also at a particular, with the buffer beam 1 or other parts of the Fah rzeuguntergesnote rigid or resiliently connected to the bearing block . It is also possible that the two ends of the mold spring 9 are held immovably on the buffer beam, upon deflection of the Werkupplungskopfes 5 from its central position are then obtained much stronger bias changes in the form of spring 9 and thus enhanced return forces for the to g k upplungskopf 5.
  • loops 10 are particularly useful with their ends immovably held on the buffer beam 1 shaped spring 9.
  • the contact of the molded spring 9 on the pressure surface 6 can be designed such that the molded portion 9 rests on the pressure surface 6 with its central portion at at least two laterally and / or vertically offset points.
  • the coupling head 5 is deflected out of its central position, at least one of the contact points is relieved or lifted off, which results in an increased restoring force in the particularly stable and precisely adjusting central or target position of the coupling head 5.
  • the support and centering device for automatic train couplings of rail vehicles has a form spring (9) running horizontally underneath the train coupling head (5) and essentially parallel to the buffer beam (1), which is located between a pressure surface (6) of the train coupling head (5) and abutment surfaces ( 8) is clamped on the buffer beam (1).
  • the form spring (9) which is preferably designed as a leaf spring, is located in front of the buffer beam (1) and presses the pull coupling head (5), which is possibly articulated on a pull hook (3) of a manual coupling, relatively forward.
  • the form spring (9) experiences changes in the preload, by means of which, after the coupling head (5) is released, it is returned to its desired position.
  • the pre-tension of the form spring (9) is to be dimensioned such that coupling operations with a counter coupling head can be carried out without pushing back the pull coupling head (5).

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Machines For Laying And Maintaining Railways (AREA)
  • Springs (AREA)
  • Replacement Of Web Rolls (AREA)
  • Mechanical Operated Clutches (AREA)

Abstract

1. Supporting and centering device for automatic traction couplings of rail vehicles, comprising an automatic traction coupling head (5) arranged to pivot in front of the buffer-supporting board (1) laterally bearing disk buffers (2), said coupling head being articulated, if necessary, at a traction hook (3) of a manual coupling, which is supported for lateral deflection, characterized by a spring (9) located underneath said traction coupling head (5) and in front of said buffer-supporting board (1), the ends of said spring being supported against the face of said buffer-supporting board (1) near said disk buffers (2) while its central area, which is of a design convex to the front if necessary, bears against the rear side of a pressure or bearing-surface area (6) of said traction coupling head which is located below a horizontal plane that can be placed through the points of articulation (4) of said traction coupling head (5).

Description

Die Erfindung betrifft eine Abstütz- und Zentriervorrichtung für selbsttätige Zugkupplungen von Schienenfahrzeugen, die einen vor der seitlich Stoßpuffer tragenden Pufferbohle schwenkbar, gegebenenfalls an einem seitlich auslenkbar gehaltenen Zughaken einer Handkupplung angelenkten, selbsttätigen Zugkupplungskopf aufweisen.The invention relates to a support and centering device for automatic train couplings of rail vehicles, which have a pivoting screed in front of the side buffer buffer, optionally articulated on a laterally deflectable draw hook of a manual coupling, articulated train coupling head.

Eine derartige Abstütz- und Zentriervorrichtung ist beispielsweise aus der DE-AS 1 141 666 bekannt, bei welcher zur federnden Abstützung und Zentrierung zwei über aufwendige Hebelanordnungen wirkende Schraubenfedern vorgesehen sind.Such a support and centering device is known, for example, from DE-AS 1 141 666, in which two helical springs acting via complex lever arrangements are provided for resilient support and centering.

Aus der DE-AS 1 044 137 ist eine Zugkupplung bekannt, bei welcher der Zugkupplungskopf an einem besonderen Lagerbock des Fahrzeuguntergestelles, offensichtlich der Pufferbohle, angelenkt ist. Abstütz- und Zentriervorrichtungen für den Zugkupplungskopf sind hierbei jedoch nicht offenbart.From DE-AS 1 044 137 a train coupling is known in which the train coupling head is articulated on a special bearing block of the vehicle underframe, obviously the buffer beam. However, support and centering devices for the coupling head are not disclosed here.

Aus den DE-PSen 582 115 und 560 476 sind federnde Abstütz- und Zentriervorrichtungen für selbsttätige Mittelpufferkupplungen bekannt, bei welchen die Stabilität einer vertikalen und/oder horizontalen Mittelstellung dadurch erreicht wird, daß wenigstens eine federnd belastete Lagerstelle der Abstütz- und/oder Zentriervorrichtung in zwei Drucklager aufgeteilt ist, welche sich in einem gewissen Abstand zueinander befinden. Beim Auslenken des Mittelpufferkupplungskopfes aus der Mittelstellung wird jeweils eines dieser beiden Drucklager entgegen der federnden Belastung ausgehoben, wodurch sich eine elastische Rückstellkraft ergibt.From DE-PSs 582 115 and 560 476 resilient support and centering devices for automatic center buffer couplings are known in which the stability of a vertical and / or horizontal center position is achieved in that at least one spring-loaded bearing point of the support and / or centering device in two thrust bearings is divided, which are located at a certain distance from each other. When deflecting the Middle buffer coupling head from the central position one of these two thrust bearings is lifted against the resilient load, which results in an elastic restoring force.

Der Erfindung liegt die Aufgabe zugrunde, eine Abstütz- und Zentriervorrichtung der eingangs genannten Art zu schaffen, welche in ihrem Aufbau sehr einfach ist, welche einfach montierbar ist und welche somit auch insbesondere bei Umrüstung eines Schienenfahrzeuges von einer Haken-Handkupplung auf eine selbsttätige Zugkupplung verwendbar ist.The invention has for its object to provide a support and centering device of the type mentioned, which is very simple in construction, which is easy to assemble and which can therefore also be used in particular when converting a rail vehicle from a hook-type hand coupling to an automatic pull coupling is.

Diese Aufgabe wird nach der Erfindung gelöst durch eine sich unterhalb des Zugkupplungskopfes und vor der Pufferbohle befindende Formfeder, deren Enden sich nahe der Stoßpuffer von vorne gegen die Pufferbohle abstützen und deren mittlerer, gegebenenfalls nach vorne ausgewölbt ausgebildeter Bereich von rückwärts gegen eine Druckfläche des Zugkupplungskopfes drückt, die sich unterhalb einer durch die Anlenkstellen des Zugkupplungskopfes legbaren Horizontalebene befindet.This object is achieved according to the invention by a form spring located below the coupling head and in front of the buffer beam, the ends of which are supported near the shock buffer from the front against the buffer beam and the central region, which is optionally bulged forward, presses against a pressure surface of the coupling head from the rear , which is located below a horizontal plane that can be placed through the articulation points of the coupling head.

Nach der weiteren Erfindung vorteilhafte Ausbildungsmöglichkeiten für eine derartige Abstütz- und Zentriervorrichtung sind den Merkmalen der Unteransprüche zu entnehmen.According to the further invention, advantageous training options for such a support and centering device can be found in the features of the subclaims.

In der Zeichnung ist ein Ausführungsbeispiel einer nach der Erfindung ausgebilteten Abstütz- und Zentriervorrichtung schematisch dargestellt, und zwar zeigt

  • Figur 1 eine Aufsicht,
  • Figur 2 eine Seitenansicht, wobei zur Verdeutlichung die Seitenpuffer weggelassen sind, und
  • Figur 3 eine Einzelheit.
In the drawing, an embodiment of a supporting and centering device embossed according to the invention is shown schematically, and shows
  • FIG. 1 shows a supervision,
  • Figure 2 is a side view, with the page buffers omitted for clarity, and
  • Figure 3 shows a detail.

In Fig. 1 und 2 ist eine Pufferbohle 1 eines im übrigen nicht dargestellten Schienenfahrzeuges ersichtlich, welche seitlich übliche Stoßpuffer 2 trägt. Mittig ist die Pufferbohle 1 von einem Zughaken 3 einer Handkupplung überragt, welcher über eine übliche, nicht dargestellte Zugeinrichtung mit dem Rahmen des Schienenfahrzeuges verbunden ist und welcher somit in üblicher Weise etwas zur Seite auslenkbar gehalten sein kann. Anstelle der bei Handkupplungen üblichen Spannschloß-Kuppelkette ist am Zughaken mittels eines Querbolzens 4 ein selbsttätiger Zugkupplungskopf 5 angelenkt. Unterhalb einer durch die Anlenkung des Zugkupplungskopfes 5, also den Querbolzen 4, legbaren Horizontalebene weist der Zugkupplungskopf 5 eine der Pufferbohle 1 zugewandte, vertikale Druckfläche 6 auf. Die Pufferbohle 1 trägt zwischen den beiden Stoßpuffern 2 und diesen sehr nahe zwei Lagerböcke 7, welche vertikale, nach vorne gerichtete und quer zum Schienenfahrzeug verlaufende Widerlagerflächen 8 aufweisen. Zwischen die Druckfläche 6 und die beiden Widerlagerflächen 8 ist eine Formfeder 9 mit derartiger Vorspannung eingespannt, daß sie den Zugkupplungskopf 5 in seiner vertikalen Sollage hält. Es ist zweckmäßig, die Formfeder 9 seitlich unverschieblich an der Druckfläche 6 zu haltern; diese Halterung kann beispielsweise durch eine in eine Vertiefung des einen Teils eingreifende Nase am anderen Teil oder auch durch eine Bolzen- oder Klemmverbindung verwirklicht werden.1 and 2, a buffer screed 1 of a rail vehicle (not otherwise shown) is shown, which bears the usual shock buffers 2 on the side. In the middle, the screed 1 is surmounted by a pulling hook 3 of a manual coupling, which is connected to the frame of the rail vehicle via a conventional pulling device, not shown, and which can thus be held somewhat deflectable to the side in the usual way. Instead of the turnbuckle dome chain common with hand couplings, an automatic pull coupling head 5 is articulated on the pulling hook by means of a cross bolt 4. Below a horizontal plane that can be laid by the articulation of the coupling head 5, that is to say the cross bolt 4, the coupling head 5 has a vertical pressure surface 6 facing the buffer beam 1. The buffer beam 1 carries between the two shock buffers 2 and these very close to two bearing blocks 7, which have vertical, forward-facing and transverse to the rail vehicle abutment surfaces 8. Between the pressure surface 6 and the two abutment surfaces 8, a form spring 9 is clamped with such a pretension that it holds the coupling head 5 in its vertical desired position. It is expedient to hold the form spring 9 laterally immovably on the pressure surface 6; this holder can be realized, for example, by a nose engaging in a recess in one part on the other part or also by a bolt or clamp connection.

Die sich unterhalb des Zugkupplungskopfes 5 befindende Formfeder 9 weist eine geschwungene, mittig nach vorne ausgewölbte Gestalt auf, ihre nach vorne geschwungen ausgebildeten Enden liegen auf den Widerlagerflächen 8 auf. Die Formfeder 9 ist vorzugsweise als Blattfeder mit vertikaler Blattfläche ausgebildet, sie kann jedoch auch eine andersartige Ausbildung - beispielsweise als Stabfeder - aufweisen.The shaped spring 9 located below the coupling head 5 has a curved shape that bulges out toward the center, and its ends, which are formed towards the front, rest on the abutment surfaces 8. The shaped spring 9 is preferably designed as a leaf spring with a vertical leaf surface, but it can also have a different design - for example as a bar spring.

Wird der Zugkupplungskopf 5 unter Drehung um den Querbolzen 4 abwärts gedrückt, so nähert sich insbesondere das untere Ende der Druckfläche 6 der Pufferbohle 1 an und verformt unter Vorspannungsvergrößerung die Formfeder 9. Wird der Zugkupplungskopf 5 wieder freigegeben, so drückt die Formfeder 9 den Zugkupplungskopf 5 wieder in seine in Fig. 2 dargestellte, vertikale Sollage zurück. Beim Anheben des Zugkupplungskopfes 5 vergrößert sich unter teilweiser Entspannung der Formfeder 9 der Abstand zwischen der Druckfläche 6 und der Pufferbohle 1, beim Freigeben des Zugkupplungskopfes 5 kehrt er daher unter seinem Eigengewicht in seine vertikale Sollage zurück. Beim horizontalen, seitlichen Auslenken des Zugkupplungskopfes 5, was unter Mitnahme des Zughakens 3 oder bei ortsfest verbleibenden Zughaken 3 unter Ausnützung von am Querbolzen 4 vorgesehenen Spielen erfolgen kann, wird der in Auslenkrichtung liegende Ast der Formfeder 4 unter Vorspannungsvergrößerung verformt, während sich der andersseitige Ast der Formfeder 9 teilweise entspannt; bei Freigabe des Zugkupplungskopfes 5 drückt somit die Formfeder 9 unter Rückkehr in ihre aus Fig. 1 ersichtliche Normallage in Zugkupplungskopf 5 in eine horizontale Sollage zurück.If the coupling head 5 is pressed downward while rotating about the cross bolt 4, the lower end in particular approaches Pressure surface 6 of the buffer beam 1 and deformed under pre pannungsvergrößerung the form of spring 9. When the Zugkupplungskopf 5 is released again, 9 presses the shape of the spring Zugkupplungskopf 5 back into its in Fig. 2 shown, vertical reference position back. When lifting the Zugkupplungskopfes 5 of the shaped spring 9, the distance between the pressing surface 6 and the buffer beam 1 increases with partial relaxation, with release of the Sub g ku ppl u ngskopfes 5, therefore, it returns under its own weight into its vertical desired position. When horizontal, lateral deflection of the Zugkupplungskopfes 5, which can be done under entrainment of the hook 3 or provided in stationary remaining tow hook 3 by taking advantage of the cross pin 4 games, the lying in the deflection branch of the mold spring 4 is pannungsvergrößerung under pre-deformed, while the other side As t of the form spring 9 partially relaxed; upon release of the Sub g ku pplungskopfes 5 thus form the spring 9 presses under return to their from FIG. 1 apparent normal position in Zugkupplungskopf 5 in a horizontal reference position back.

Die Vorspannung der Formfeder 9 ist derart zu bemessen, daß Kupplungsvorgänge mit einem Gegenkupplungskopf ohne Zurückdrücken des Zugkupplungskopfes 5 erfolgen können.The bias of the form spring 9 is to be dimensioned such that coupling operations with a mating coupling head can be carried out without pushing back the coupling head 5.

In Abänderung zu vorstehend beschriebenem Ausführungsbeispiel kann der Zugkupplungskopf 5 unter Entfall des Zughakens 3 auch unmittelbar an einer der nicht dargestellten Zugeinrichtung des Schienenfahrzeuges zugehörenden Zugstange oder auch an einem besonderen, mit der Pufferbohle 1 oder sonstigen Teilen des Fahrzeuguntergestelles starr oder federnd verbundenen Lagerbock angelenkt sein. Weiterhin ist es möglich, daß die beiden Enden der Formfeder 9 unverschieblich an der Pufferbohle gehalten sind, beim Auslenken des Zugkupplungskopfes 5 aus seiner Mittellage ergeben sich dann wesentlich stärkere Vorspannungsänderungen in der Formfeder 9 und damit verstärkte Rückstellkräfte für den Zugkupplungskopf 5. Insbesondere falls für den Zugkupplungskopf 5 große Auslenkwinkel möglich sind, kann es zweckmäßig sein, in die beiden Äste der Formfeder 9 zwischen dem Zugkupplungskopf 5 und in Widerlagerflächen 8 je eine oder mehrere, wenigstens annähernd horizontale Schleifen 10 einzuformen, wie es aus Fig. 3 ersichtlich ist. Diese Schleifen 10 sind insbesondere bei mit ihren Enden unverschieblich an der Pufferbohle 1 gehaltener Formfeder 9 zweckmäßig.In a modification to the above-described embodiment of the Zugkupplungskopf 5 may be under omission of the hook 3 are also hinged directly to one of the pulling means, not shown, of the rail vehicle belonging drawbar or also at a particular, with the buffer beam 1 or other parts of the Fah rzeuguntergestelles rigid or resiliently connected to the bearing block . It is also possible that the two ends of the mold spring 9 are held immovably on the buffer beam, upon deflection of the Zugkupplungskopfes 5 from its central position are then obtained much stronger bias changes in the form of spring 9 and thus enhanced return forces for the to g k upplungskopf 5. In particular, if for the coupling head 5 large deflection angles are possible, it may be expedient to form one or more, at least approximately horizontal, loops 10 into the two branches of the form spring 9 between the coupling head 5 and into abutment surfaces 8, as can be seen from FIG. 3. These loops 10 are particularly useful with their ends immovably held on the buffer beam 1 shaped spring 9.

In weiterer Abänderung kann die Anlage der Formfeder 9 an der Druckfläche 6 derart ausgestaltet werden, daß die Formfeder 9 mit ihrem Mittelabschnitt an wenigstens zwei seitlich und/oder vertikal zueinander versetzten Stellen an der Druckfläche 6 anliegt. Beim Auslenken des Zugkupplungskopfes 5 aus seiner Mittellage wird dabei wenigstens eine der Anlagestellen entlastet oder abgehoben, wodurch sich eine verstärkte Rückstellkraft in die sich besonders stabil und genau einstellende Mittel- bzw. Sollage des Zugkupplungskopfes 5 ergibt.In a further modification, the contact of the molded spring 9 on the pressure surface 6 can be designed such that the molded portion 9 rests on the pressure surface 6 with its central portion at at least two laterally and / or vertically offset points. When the coupling head 5 is deflected out of its central position, at least one of the contact points is relieved or lifted off, which results in an increased restoring force in the particularly stable and precisely adjusting central or target position of the coupling head 5.

Kurzfassungshort version

Die Abstütz- und Zentriervorrichtung für selbsttätige Zugkupplungen von Schienenfahrzeugen weist eine unterhalb des Zugkupplungskopfes (5) horizontal und im wesentlichen parallel zur Pufferbohle (1) verlaufende Formfeder (9) auf, welche zwischen einer Druckfläche (6) des Zugkupplungskopfes (5) und Widerlagerflächen (8) an der Pufferbohle (1) eingespannt ist. Die vorzugsweise als Blattfeder ausgebildete Formfeder (9) befindet sich vor der Pufferbohle (1) und drückt den gegebenenfalls an einem Zughaken (3) einer Handkuplung angelenkten Zugkupplungskopf (5) relativ nach vorne. Bei seitlichen oder vertikalen Auslenkungen des Zugkupplungskopfes (5) erfährt die Formfeder (9) Vorspannungsänderungen, durch welche nach Freigeben des Zugkupplungskopfes (5) dieser in seine Sollage zurückgeführt wird. Die Vorspannung der Formfeder (9) ist derart zu bemessen, daß Kupplungsvorgänge mit einem Gegenkupplungskopf ohne Zurückdrücken des Zugkupplungskopfes (5) erfolgen können. Knorr-Bremse München, 05.06.1984 Berlin und München TP-ku Moosacher Straße 80 1797 8000 München 40The support and centering device for automatic train couplings of rail vehicles has a form spring (9) running horizontally underneath the train coupling head (5) and essentially parallel to the buffer beam (1), which is located between a pressure surface (6) of the train coupling head (5) and abutment surfaces ( 8) is clamped on the buffer beam (1). The form spring (9), which is preferably designed as a leaf spring, is located in front of the buffer beam (1) and presses the pull coupling head (5), which is possibly articulated on a pull hook (3) of a manual coupling, relatively forward. In the event of lateral or vertical deflections of the coupling head (5), the form spring (9) experiences changes in the preload, by means of which, after the coupling head (5) is released, it is returned to its desired position. The pre-tension of the form spring (9) is to be dimensioned such that coupling operations with a counter coupling head can be carried out without pushing back the pull coupling head (5). Knorr-Bremse Munich, June 5, 1984 Berlin and Munich TP-ku Moosacher Strasse 80 1797 8000 Munich 40

BezugszeichenlisteReference symbol list

  • 1 Pufferbohle1 buffer board
  • 2 Stoßpuffer2 bumpers
  • 3 Zughaken3 draw hooks
  • 4 Querbolzen4 cross bolts
  • 5 Zugkupplungskopf5 coupling head
  • 6 Druckfläche6 printing area
  • 7 Lagerbock7 bearing block
  • 8 Widerlagerfläche8 abutment surface
  • 9 Formfeder9 shaped spring
  • 10 Schleife10 loop

Claims (7)

1) Abstütz- und Zentriervorrichtung für selbsttätige Zugkupplungen von Schienenfahrzeugen, die einen vor der seitlich Stoßpuffer (2) tragenden Pufferbohle (1) schwenkbar, gegebenenfalls an einem seitlich auslenkbar gehaltenen Zughaken (3) einer Handkupplung angelenkten, selbsttätigen Zugkupplungskopf (5) aufweisen, gekennzeichnet durch eine sich unterhalb des Zugkupplungskopfes (5) und vor der Pufferbohle (1) befindende Formfeder (9), deren Enden sich nahe der Stoßpuffer (2) von vorne gegen die Pufferbohle (1) abstützen und deren mittlerer, gegebenenfalls nach vorne ausgewölbt ausgebildeter Bereich von rückwärts gegen eine Druckfläche (6) des Zugkupplungskopfes (5) drückt, die sich unterhalb einer durch die Anlenkstellen (4) des Zugkupplungskopfes (5) legbaren Horizontalebene befindet.1) Support and centering device for automatic train couplings of rail vehicles, which have a buffer plank (1) which can be pivoted in front of the side buffer (2) and is optionally pivoted to a laterally deflectable draw hook (3) of a manual coupling, which is linked to an automatic train coupling head (5) by means of a form spring (9) located below the coupling head (5) and in front of the buffer beam (1), the ends of which are supported near the shock buffer (2) from the front against the buffer beam (1) and its central area, which may be bulged out towards the front from the back presses against a pressure surface (6) of the coupling head (5), which is located below a horizontal plane that can be placed through the articulation points (4) of the coupling head (5). 2) Abstütz- und Zentriervorrichtung nach Anspruch 1, dadurch gekennzeichnet, daß die Formfeder (9) als geschwungen ausgebildete Blattfeder mit vertikaler Blattfläche ausgebildet ist.2) Support and centering device according to claim 1, characterized in that the shaped spring (9) is designed as a curved leaf spring with a vertical leaf surface. 3) Abstütz- und Zentriervorrichtung nach Anspruch 1 oder 2, dadurch gekennzeichnet, daß die Formfeder (9) mittig an der Druckfläche (6) des Zugkupplungskopfes (5) befestigt ist.3) Support and centering device according to claim 1 or 2, characterized in that the shaped spring (9) is attached centrally to the pressure surface (6) of the coupling head (5). 4) Abstütz- und Zentriervorrichtung nach Anspruch 1 oder 2, dadurch gekennzeichnet, daß die Formfeder (9) mittig an wenigstens zwei seitlich und/oder vertikal zueinander versetzten Stellen an der Druckfläche (6) des Zugkupplungskopfes (5) anliegt.4) support and centering device according to claim 1 or 2, characterized in that the form spring (9) rests centrally on at least two laterally and / or vertically offset points on the pressure surface (6) of the coupling head (5). 5) Abstütz- und Zentriervorrichtung nach Anspruch 3 oder 4, dadurch gekennzeichnet, daß die Formfeder (9) beidseitig mit ihren Enden zumindest horizontal verschieblich auf vertikalen, quer zum Schienenfahrzeug verlaufenden Widerlagerflächen (8) der Pufferbohle (9) aufliegt.5) Support and centering device according to claim 3 or 4, characterized in that the shaped spring (9) rests on both sides with its ends at least horizontally displaceably on vertical abutment surfaces (8) running transversely to the rail vehicle (8) of the buffer beam (9). 6) Abstütz- und Zentriervorrichtung nach Anspruch 3 oder 4, dadurch gekennzeichnet, daß die Formfeder (9) mit ihren beidseitigen Enden unverschieblich an der Pufferbohle (9) gehalten ist.6) support and centering device according to claim 3 or 4, characterized in that the shaped spring (9) with its ends on both sides is held immovably on the buffer beam (9). 7) Abstütz- und Zentriervorrichtung nach einem oder mehreren der vorstehenden Ansprüche, dadurch gekennzeichnet, daß die Formfeder (9) beidseitig des Zugkupplungskopfes (5) wenigstens annähernd horizontale Schleifen (10) aufweist.7) support and centering device according to one or more of the preceding claims, characterized in that the shaped spring (9) on both sides of the coupling head (5) has at least approximately horizontal loops (10).
EP85105886A 1984-06-08 1985-05-13 Supporting and centering device for automatic railway train couplings Expired EP0167753B1 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AT85105886T ATE28833T1 (en) 1984-06-08 1985-05-13 SUPPORTING AND CENTERING DEVICE FOR AUTOMATIC TRAIN COUPLINGS OF RAIL VEHICLES.

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE3421456 1984-06-08
DE19843421456 DE3421456A1 (en) 1984-06-08 1984-06-08 SUPPORT AND CENTERING DEVICE FOR AUTOMATIC TRAIN CLUTCHES OF RAIL VEHICLES

Publications (2)

Publication Number Publication Date
EP0167753A1 true EP0167753A1 (en) 1986-01-15
EP0167753B1 EP0167753B1 (en) 1987-08-12

Family

ID=6237980

Family Applications (1)

Application Number Title Priority Date Filing Date
EP85105886A Expired EP0167753B1 (en) 1984-06-08 1985-05-13 Supporting and centering device for automatic railway train couplings

Country Status (3)

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EP (1) EP0167753B1 (en)
AT (1) ATE28833T1 (en)
DE (2) DE3421456A1 (en)

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0243758B1 (en) * 1986-05-02 1990-08-29 Knorr-Bremse Ag Automatic coupling device for railway vehicles
DE19921510B4 (en) * 1999-05-10 2009-07-23 Knorr-Bremse Systeme für Schienenfahrzeuge GmbH Support device for an automatic traction coupling
DE19947828A1 (en) * 1999-07-20 2001-02-01 Knorr Bremse Systeme Coupling, especially automatic traction coupling for rail vehicles, has fluid shock absorber arrangement with at least one shock absorber unit connected to coupling head and at least indirectly to rail vehicle

Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE560476C (en) * 1929-04-30 1932-10-03 Laszlo Kuertoessy Dipl Ing Device for suspending automatic railway couplings from the vehicle
DE582115C (en) * 1929-08-27 1933-08-10 Hahnsche Werke Akt Ges Device for suspending automatic couplings, especially for railway vehicles
DE1044137B (en) * 1956-10-13 1958-11-20 Bergische Stahlindustrie Central coupling with pivoting auxiliary device on the coupling head for coupling with tow hook
CH354480A (en) * 1960-10-19 1961-05-31 Technica Anstalt Device for the subsequent attachment of a central buffer coupling to railway vehicles with side buffers
DE1141666B (en) * 1959-04-27 1962-12-27 Bergische Stahlindustrie Foldable central coupling with central adjustment, especially for rail vehicles
DE1275085B (en) * 1961-12-02 1968-08-14 Bergische Stahlindustrie Device for vertical support and horizontal center reset of a coupling for rail-bound vehicles, especially rail vehicles
DE1294277B (en) * 1962-11-26 1969-04-30 Ernst Max Storage of a coupling half at the vehicle end of toy and model railway vehicles

Patent Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE560476C (en) * 1929-04-30 1932-10-03 Laszlo Kuertoessy Dipl Ing Device for suspending automatic railway couplings from the vehicle
DE582115C (en) * 1929-08-27 1933-08-10 Hahnsche Werke Akt Ges Device for suspending automatic couplings, especially for railway vehicles
DE1044137B (en) * 1956-10-13 1958-11-20 Bergische Stahlindustrie Central coupling with pivoting auxiliary device on the coupling head for coupling with tow hook
DE1141666B (en) * 1959-04-27 1962-12-27 Bergische Stahlindustrie Foldable central coupling with central adjustment, especially for rail vehicles
CH354480A (en) * 1960-10-19 1961-05-31 Technica Anstalt Device for the subsequent attachment of a central buffer coupling to railway vehicles with side buffers
DE1275085B (en) * 1961-12-02 1968-08-14 Bergische Stahlindustrie Device for vertical support and horizontal center reset of a coupling for rail-bound vehicles, especially rail vehicles
DE1294277B (en) * 1962-11-26 1969-04-30 Ernst Max Storage of a coupling half at the vehicle end of toy and model railway vehicles

Also Published As

Publication number Publication date
DE3560436D1 (en) 1987-09-17
EP0167753B1 (en) 1987-08-12
DE3421456A1 (en) 1985-12-12
ATE28833T1 (en) 1987-08-15

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