EP0243758A2 - Attelage automatique pour véhicules ferroviaires - Google Patents

Attelage automatique pour véhicules ferroviaires Download PDF

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Publication number
EP0243758A2
EP0243758A2 EP87105310A EP87105310A EP0243758A2 EP 0243758 A2 EP0243758 A2 EP 0243758A2 EP 87105310 A EP87105310 A EP 87105310A EP 87105310 A EP87105310 A EP 87105310A EP 0243758 A2 EP0243758 A2 EP 0243758A2
Authority
EP
European Patent Office
Prior art keywords
coupling
spring
coupling head
lever
head
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.)
Granted
Application number
EP87105310A
Other languages
German (de)
English (en)
Other versions
EP0243758B1 (fr
EP0243758A3 (en
Inventor
Axel Dr. Schelle
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.)
Unicupler GmbH
Knorr Bremse AG
Original Assignee
Unicupler GmbH
Knorr Bremse AG
Knorr Bremse KG
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 DE19863615599 external-priority patent/DE3615599A1/de
Application filed by Unicupler GmbH, Knorr Bremse AG, Knorr Bremse KG filed Critical Unicupler GmbH
Priority to AT87105310T priority Critical patent/ATE55952T1/de
Publication of EP0243758A2 publication Critical patent/EP0243758A2/fr
Publication of EP0243758A3 publication Critical patent/EP0243758A3/de
Application granted granted Critical
Publication of EP0243758B1 publication Critical patent/EP0243758B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
    • B61G3/00—Couplings comprising mating parts of similar shape or form which can be coupled without the use of any additional element or elements
    • B61G3/10—Couplings comprising mating parts of similar shape or form which can be coupled without the use of any additional element or elements with coupling heads in the form of hook-like interengaging rigid jaws, e.g. "Willison" type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
    • B61G3/00—Couplings comprising mating parts of similar shape or form which can be coupled without the use of any additional element or elements
    • B61G3/10—Couplings comprising mating parts of similar shape or form which can be coupled without the use of any additional element or elements with coupling heads in the form of hook-like interengaging rigid jaws, e.g. "Willison" type
    • B61G3/14—Control devices, e.g. for uncoupling

Definitions

  • the invention relates to an automatically coupling pull coupling for side buffers having rail vehicles, with a coupling head protruding in the uncoupled state from the buffer level and protruding from this front end position against a counterforce that is stronger than the coupling resistances during coupling processes.
  • Rail vehicles equipped with automatic train couplings require side buffers to transmit pressure and impact forces between them.
  • the train couplings In order to be able to couple and uncouple rail vehicles equipped in this way in track bends without having to press in the side buffers inside the bend, the train couplings must protrude a certain amount in front of the side buffers.
  • there is considerable play between the side buffers during driving which can lead to increased longitudinal forces in the train structure if longitudinal vibrations occur in it, for example during braking operations. These increased longitudinal forces can lead to damage to the load as well as impair the safety against derailment of the rail vehicles.
  • transition coupling for rail vehicles has already been proposed, which can be combined with an automatic coupling of the Willison type.
  • the transition coupling here has a coupling part which, in a front, the coupling plane of the automatic coupling or the buffer level of the side buffer projecting forward position is adjustable and can be easily coupled in this front end position. In the event of pressure loads after these coupling processes, the coupling part automatically and resiliently deflects into a rearward position in the coupling or buffer plane.
  • the coupling part has at its rear end a wedge surface which cooperates with a corresponding wedge surface on a wedge piece which is displaceable against spring force; when moving back from the above position, the coupling part presses the wedge piece against the spring force to the side via this wedge gear, arrives with stop faces behind the wedge piece and this then snaps back under its spring load into its starting position, whereby the coupling part is held in its rearward position.
  • the wedge piece can be moved to the side by hand and can be held in the lateral position by a locking part. The coupling part can then return to its front end position, in which it can be easily uncoupled.
  • the previous suspension characteristics, in particular those caused by the side buffer springs, are to be largely retained.
  • the subclaims show advantageous design options for a train coupling designed according to the features mentioned above.
  • Fig.l an end face of a rail vehicle 1 with two side buffers 2 and 3 is shown in supervision.
  • the buffer plates 4 and 5 of the page buffers 2 and 3 are in their normal position, in which the page buffers 2 and 3 are not compressed; the buffer level, not shown, passes through the buffer plates 4 and 5.
  • the buffer plates 4 and 5 can reach the rear layers 4 ⁇ and 5 ⁇ shown in dashed lines.
  • a train coupling 6 which is only shown schematically and which is in its position shown by solid lines in its front end position 6 ⁇ , in which it projects forward over the buffer level.
  • the train coupling 6 is mounted on the rail vehicle 1 in such a way that, as will be explained later, it can be pushed back into the buffer plane, into which it assumes the middle position 6 ⁇ shown in broken lines; when further pressure loads occur, the pull coupling 6 is deflected the side buffers 2 and 3 can be pressed further into the rear end position designated by 6 ⁇ , shown in dashed lines, in which it is located approximately in the buffer level when the side buffers 4 ⁇ , 5 ⁇ are pressed in.
  • curve I shows the spring load F of the side buffers 2 and 3 over the deflection stroke Sp: It can be seen that the buffer springs are preloaded in such a way that a certain spring load F o has to be overcome at the start of the spring deflection. When deflection, the spring force F to be overcome increases rapidly according to curve I.
  • this spring characteristic of the side buffers 2 and 3 should be maintained as far as possible, ie it should be changed as little as possible by the train coupling 6 when it is pushed back.
  • the train coupling 6 opposes such a resistance to its pushing back from the front end position 6 ⁇ , in particular into the central position 6 ⁇ , that the coupling processes take place safely: the resistance which the train coupling 6 when pressed back from their front end position 6 ⁇ in the middle position 6 ⁇ , must therefore be higher than the coupling resistance when coupling two train couplings.
  • the arrangement is to be coupled to the locking system of the drawbar coupling in such a way that when the locking system is unlocked, in which a lock blocking the lock is usually to be released before the actual locking bolt is released, detents are simultaneously applied to both the actuated pulling coupling and the opposite one , can be solved with this coupled drawbar coupling by appropriate transmission elements, whereby the drawbar couplings 6 ⁇ can get back from their central positions 6 ⁇ in their front end positions. This is essential so that when uncoupling in bends the train couplings can reach their front end positions while relaxing the side buffers so that they can be finally finally unlocked more easily with reduced longitudinal traction.
  • the coupling 6 includes a coupling head 6a.
  • the pull coupling 6 is, if appropriate, mounted in a guide 8 so that it can be moved back in a guide arm 7 and ends at the rear with an abutment 9.
  • a weak spring 11 clamped between the abutment 9 and a support surface 10 behind it lies on the abutment 9 from the rear.
  • the abutment 9 bears from the rear the free end l2 of a lever l3, which is rotatably mounted on the side of the coupling 6 on a bearing l4 and which is loaded in the pressing direction against the abutment 9 by a strong spring l5, which is also against the support surface l0 supports.
  • the guide 8, the support surface 10 and the bearing 14 can belong to a common component which is deflectably attached to the rail vehicle 1 in such a way that the pull coupling 6 can experience at least horizontal, and possibly also vertical deflections. In a modification of this, however, it is also possible for at least one of the components mentioned to be arranged fixedly on the rail vehicle 1.
  • the coupling head 6a In the uncoupled idle state, the coupling head 6a is in the front position 6 ⁇ of the pull coupling 6 according to Fig.l, it is held in this position by the sum of the forces of the springs ll and l5.
  • a mating coupling head (not shown) runs against the coupling head 6a, when the coupling head 6a withdraws under the pressure force exerted by the mating coupling head, the spring 11 and the lever l3 compress the spring l5.
  • the counterforce exerted by the springs ll and l5 on the coupling head 6a is sufficient to ensure coupling of the two coupling heads.
  • the coupling head 6a After a certain return, the coupling head 6a reaches the central position 6 ⁇ of the pull coupling 6 according to FIG.
  • the strong spring l5 is uncoupled from the pull coupling 6 and is unable to exert any propulsive force on it.
  • the weak spring 11 pushes the pull coupling 6 forward, and when the middle position 6 Heb according to FIG. 1 has been reached, the end l2 of the lever l3 again in the region of the edge between the two surfaces 9 ⁇ and 9 ⁇ of the Abutment 9 arrives.
  • the end l2 only comes behind the surface 9 ⁇ of the abutment 9 again when the traction clutch is further advanced, whereupon the force of the strong spring 15 again acts as a preliminary stroke force for the traction clutch 6.
  • the coupling arm 7 rotatably carries a two-armed lever 16 near its rear end, which extends essentially transversely to the longitudinal direction of the coupling arm 7.
  • One lever arm l6 ⁇ of the lever l6 is pressed by a weak spring l7 from the front against a stop l8 fixed on the coupling arm 7.
  • the lever arm l6 ⁇ is offset to the rear by a further stop l9 fixed to the rail vehicle l.
  • the weak spring 11 is in turn clamped between the abutment surface 9 ⁇ and the support surface l0.
  • a sliding part 20 is mounted in a longitudinally displaceable manner, which is loaded forward by the strong spring l5 clamped between the sliding part 20 and the supporting surface l0 in the direction of displacement and is pressed against a stop 2l .
  • the sliding part 20 abuts the stop 2l, its front surface 20 ⁇ is opposite the second lever arm l6 ⁇ of the lever l6 when the pull coupling 6 is in its front end position 6 ⁇ .
  • the pull coupling (not shown) is connected to a longitudinally displaceably mounted guide part 2l, on which it exerts a force in the direction of arrow 22 when it moves back.
  • the guide part 2l is connected to a toggle lever mechanism 23, the front lever 24 of which is articulated with its front end on the guide part 2l and with its rear end in the knee bearing 25 on a lever 26 and on a guide roller 27.
  • the guide roller 27 is guided in a guide track 28, the front section of which extends approximately transversely to this in the longitudinal direction of the vehicle and the rear section of which runs at an obtuse angle.
  • the rear end of the lever 26 is articulated on a further guide part 29 which is displaceably guided in the longitudinal direction of the vehicle and which is loaded by a prestressed spring 30 from the rear.
  • the toggle lever mechanism 23 When the pull coupling 6 is moved back against its rear end position 6 ⁇ , the toggle lever mechanism 23 therefore buckles sharply, with the levers 24 and 26 reaching an increasing angular position relative to one another.
  • the spring 30 is compressed here only with a strong reduction, so it can only oppose the further backward movement of the guide part 2l only a small, force-reduced spring resistance.
  • the spring force which can be exerted by the spring 30 on the guide part 2l and thus the pull coupling 6 can be precisely adapted to the respective requirements via the back pressure stroke.
  • the arrangement according to FIG. 8 has a similar functional principle to that according to FIG. 7.
  • the toggle lever mechanism 23 is arranged essentially to the side of the coupling arm 7, the guide roller 27 is mounted such that it can be rolled off on the guide track 28 which is fixed to the vehicle; the guideway 28 runs in the front Section parallel to the coupling arm 7, strongly angled to the side in the rear section.
  • the coupling arm 7 carries a laterally projecting arm 3l, from which a weak spring 32 extends to the knee bearing 25 and loads it against the coupling arm 7 in the buckling direction; in the idle state with the pull coupling 6 in the front end position, the toggle lever mechanism 23 is slightly bent under the force of the spring 32 in the direction of the coupling arm 7.
  • the front end of the lever 24 is articulated on the coupling arm 7 and the rear end of the lever 26 on the guide part 29 loaded by the spring 30. Furthermore, a weak spring ll can be clamped between the rear surface 9 ⁇ of the coupling arm 7 and the support surface l0.
  • FIG. 9 Another embodiment of a toggle lever mechanism 23 in the resilient support of the pull coupling 6 is shown in FIG. 9.
  • a transverse tab 33 is articulated on the knee bearing 25, the end of which is articulated on an arm end of an angle lever 35 which is rotatably mounted in its apex 34 on the rail vehicle 1; the angle lever arm 36 extends from the apex 34 approximately in the vehicle longitudinal direction to the front for articulation on the bracket 33.
  • the other, transverse angle arm lever arm 37 is articulated at its end to a tie rod 38 which runs backwards in the vehicle longitudinal direction and carries a spring plate 39 at its end, on which a prestressed spring 40, supported on the other hand against the rail vehicle 1, rests.
  • the front end of the lever 24 is in turn connected to the coupling arm 7 and the rear end of the lever 26 is connected to the rail vehicle 1.
  • the angle lever gear 23 is bent slightly against the direction of the tab 33.
  • the toggle lever mechanism 23 is buckled to the side, with initially only a slight component of the lateral force occurring at the knee bearing 25 and increasing with increasing buckling; this side force component acts via the tab 33 on the angle lever 35 which rotates counterclockwise around its apex 34, as a result of which the tie rod 38 is moved forward and the spring 40 is compressed.
  • the spring 40 thus initially opposes the return stroke movement of the pull coupling 6 with a large resistance, with increasing return stroke and increasing buckling of the lever gear 23 this resistance decreases despite increasing compression of the spring 40. It is thus initially high, in the return stroke range from the front end position to the middle position , and then in the further return stroke range between the central position and the rear end position, a substantially lower movement resistance is exerted by the spring 40 on the pull coupling 6.
  • the coupling head 6a of the clutch 6 is connected via the obliquely backward and downward lever 24 of the toggle lever mechanism 23 to the lever 26 formed as a leg of an angle lever 4l; the toggle lever mechanism 23 is pushed down slightly so that the knee bearing 25 is located lower than the crown bearing 42 of the angle lever 4l.
  • the other leg 43 of the angle lever 4l protrudes approximately vertically upward and carries at its end a rearward protruding angle extension 44.
  • Two pull tabs 45 and 46 are articulated on the leg 43 and the angle extension 44, the front ends of which are near the end of the leg 43 Articulated pull tab 45 with almost no play and the other pull tab 46 articulated near the rear end on the angular extension 44 with considerable play abutments 47 and 48 on a tie rod 49 mounted longitudinally displaceably in the longitudinal direction of the vehicle.
  • a tie rod 49 mounted longitudinally displaceably in the longitudinal direction of the vehicle.
  • the tie rod 49 carries at its rear end a spring plate 39, on which the prestressed spring 40 bears from the front.
  • the coupling head 6a is connected to a coupling arm 7, which engages with its rear, hook-like end 50 behind a stop 5l of the tie rod 49.
  • the position of the end and / or stop 5l can be adjustable; however, it may also be expedient to divide the articulation of the lever 27 on the coupling head 6a into two pivotable pivot bearings 52 and 53 which are arranged vertically offset from one another.
  • both pivot bearings 52 and 53 are under the force of the spring 40. If the coupling head 6a is lifted upwards, which increases the inclination of the lever 24, the upper pivot bearing 52 lifts and it only carries the lower pivot bearing 53, as a result of which the vertical force component exerted by the lever 24 on the coupling head 6a is reduced.
  • the coupling head 6a thus experiences reduced support.
  • one or both pivot bearings 52 and / or 53 can also be broken down into horizontally displaceable, removable bearings, which results in horizontal restoring forces for the coupling head 6a, which set the coupling head 6a in a stable, horizontal central position, the mode of operation largely corresponds to the above explanations with lifting of the respective pivot bearing lying in the deflection direction.
  • the respective spring 30 or 40 can correspond to those springs which are used in conventional, hand-operated screw couplings to cushion the draw hooks against the vehicle frame. It follows from this that the springs resulting from the dismantling of such screw couplings and, in the arrangements according to FIGS. 9 and 10, the installation and support parts for these springs, including the pull rods freed from the pull hook, can be reused or reused for the automatic pull coupling. As a result, the effort required to create the automatic pull coupling is particularly low.
  • the arrangement can also be based on the transition coupling according to patent application P 36 00 843, as already mentioned at the beginning: the coupling head is in the shifting area between the front end position and the middle position against a cross-wedge piece coupled via a wedge gear displaceable, the wedge piece being displaceable against the force of a spring.
  • the wedge gear disengages, the wedge piece snaps under its spring load behind the corresponding stop surfaces of the coupling, causing the Train coupling is locked against a preliminary movement.
  • the unwanted buffer game is switched off.
  • the further return stroke of the pull coupling to the rear end position can be done freely or against another, weak spring.
  • an actuating member of the locking mechanism is to be coupled to the wedge piece in such a way that the latter is moved to the side when the release lock of the locking mechanism is lifted out, as a result of which the pull coupling is released towards the front.
  • Appropriate coupling linkage means that this release can also be transferred to the wedge of the mating coupling.
  • the coupled rail vehicles can then move apart until the side buffers relax, which is particularly important during the uncoupling process in track arches. Then the locking gears of the pull couplings can be brought fully into their release position with only a small tensile force load without any effort.
  • the automatically coupling pull coupling 6 for side buffers 4, 5 having rail vehicles 1 has a coupling head which projects in front of the buffer level in the uncoupled state. During coupling processes, this coupling head can be moved back against spring forces which are dimensioned sufficiently to safely overcome the resistances of the locking mechanism of the pull coupling and thus to ensure a safe execution of the coupling process. In the further return stroke range of the pull coupling 6 up to a rear end position 6 ⁇ , the pull coupling experiences at least no significant increase in force which prevents this further return stroke, rather the counterforce may decrease.
EP87105310A 1986-05-02 1987-04-10 Attelage automatique pour véhicules ferroviaires Expired - Lifetime EP0243758B1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AT87105310T ATE55952T1 (de) 1986-05-02 1987-04-10 Selbsttaetige zugkupplung fuer schienenfahrzeuge.

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
DE3614870 1986-05-02
DE3614870 1986-05-02
DE3615599 1986-05-09
DE19863615599 DE3615599A1 (de) 1986-05-09 1986-05-09 Selbsttaetige zugkupplung fuer schienenfahrzeuge

Publications (3)

Publication Number Publication Date
EP0243758A2 true EP0243758A2 (fr) 1987-11-04
EP0243758A3 EP0243758A3 (en) 1988-04-20
EP0243758B1 EP0243758B1 (fr) 1990-08-29

Family

ID=25843409

Family Applications (1)

Application Number Title Priority Date Filing Date
EP87105310A Expired - Lifetime EP0243758B1 (fr) 1986-05-02 1987-04-10 Attelage automatique pour véhicules ferroviaires

Country Status (2)

Country Link
EP (1) EP0243758B1 (fr)
DE (1) DE3764526D1 (fr)

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0318733A1 (fr) * 1987-11-30 1989-06-07 Knorr-Bremse Ag Attelage automatique pour véhicules ferroviaires
WO2015043654A1 (fr) 2013-09-27 2015-04-02 Siemens Aktiengesellschaft Véhicule ferroviaire à système d'attelage entrant entièrement dans la structure
WO2022090715A1 (fr) * 2020-10-27 2022-05-05 John Ritchie Kinghorn Attelage hydraulique pouvant se déployer

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CH131487A (de) * 1928-03-01 1929-02-15 Luescher Dr Gottlieb Automatische Bahn- und Strassenfahrzeugkupplung.
DE1605162A1 (de) * 1966-05-23 1970-12-23 Knorr Bremse Kg Stuetzvorrichtung fuer Mittelpufferkupplungen von Schienenfahrzeugen
DE2103540A1 (de) * 1971-01-26 1972-08-17 Jenbacher Werke AG, Jenbach, Tirol (Österreich) Güterwagen mit Stoßdämpfereinrichtung
DE3421456A1 (de) * 1984-06-08 1985-12-12 Knorr-Bremse, 1000 Berlin und 8000 München Abstuetz- und zentriervorrichtung fuer selbsttaetige zugkupplungen von schienenfahrzeugen

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CH131487A (de) * 1928-03-01 1929-02-15 Luescher Dr Gottlieb Automatische Bahn- und Strassenfahrzeugkupplung.
DE1605162A1 (de) * 1966-05-23 1970-12-23 Knorr Bremse Kg Stuetzvorrichtung fuer Mittelpufferkupplungen von Schienenfahrzeugen
DE2103540A1 (de) * 1971-01-26 1972-08-17 Jenbacher Werke AG, Jenbach, Tirol (Österreich) Güterwagen mit Stoßdämpfereinrichtung
DE3421456A1 (de) * 1984-06-08 1985-12-12 Knorr-Bremse, 1000 Berlin und 8000 München Abstuetz- und zentriervorrichtung fuer selbsttaetige zugkupplungen von schienenfahrzeugen

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0318733A1 (fr) * 1987-11-30 1989-06-07 Knorr-Bremse Ag Attelage automatique pour véhicules ferroviaires
WO2015043654A1 (fr) 2013-09-27 2015-04-02 Siemens Aktiengesellschaft Véhicule ferroviaire à système d'attelage entrant entièrement dans la structure
US10000219B2 (en) 2013-09-27 2018-06-19 Siemens Aktiengesellschaft Rail vehicle with a completely retractable coupling
WO2022090715A1 (fr) * 2020-10-27 2022-05-05 John Ritchie Kinghorn Attelage hydraulique pouvant se déployer
GB2600408B (en) * 2020-10-27 2024-04-03 Ritchie Kinghorn John Extendable coupler

Also Published As

Publication number Publication date
DE3764526D1 (de) 1990-10-04
EP0243758B1 (fr) 1990-08-29
EP0243758A3 (en) 1988-04-20

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