EP0640519A1 - Central buffer coupling for railway vehicles - Google Patents
Central buffer coupling for railway vehicles Download PDFInfo
- Publication number
- EP0640519A1 EP0640519A1 EP94111607A EP94111607A EP0640519A1 EP 0640519 A1 EP0640519 A1 EP 0640519A1 EP 94111607 A EP94111607 A EP 94111607A EP 94111607 A EP94111607 A EP 94111607A EP 0640519 A1 EP0640519 A1 EP 0640519A1
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- EP
- European Patent Office
- Prior art keywords
- shaft part
- bolt
- coupling
- shaft
- buffer coupling
- 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
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- 230000008878 coupling Effects 0.000 title claims abstract description 47
- 238000010168 coupling process Methods 0.000 title claims abstract description 47
- 238000005859 coupling reaction Methods 0.000 title claims abstract description 47
- 102000004315 Forkhead Transcription Factors Human genes 0.000 claims description 6
- 108090000852 Forkhead Transcription Factors Proteins 0.000 claims description 6
- 230000006835 compression Effects 0.000 description 5
- 238000007906 compression Methods 0.000 description 5
- 238000009434 installation Methods 0.000 description 1
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Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
- B61G7/00—Details or accessories
- B61G7/08—Adjustable coupling heads
Definitions
- the invention relates to a central buffer coupling for rail vehicles according to the preamble of claim 1.
- the coupling head protrudes from the front of the vehicle profile.
- Medium buffer couplings, the coupling head of which can be swiveled into the vehicle profile when not in use, are particularly suitable for rail vehicles that do not run on their own routes, eg tram vehicles in order to avoid endangering other precautionary participants by the coupling head protruding from the front of the rail vehicle.
- the slot recess has a conical notch at each of its two ends, whereby the locking ring can be pressed into the one notch in the extended position of the two shaft parts and into the other raffia sink in the pivoted position of the shaft parts by means of the adjusting device.
- the locking ring can be lifted out of the locking recess in question by the adjusting device.
- the locking device is designed to be complex, since not only the locking bolt, the slot recess with the locking recesses and the locking ring are required, but also the adjusting device for the locking ring is formed from several individual parts, since on the one hand it axially displaces the locking ring on the Effect locking bolt and on the other hand, the locking ring must secure the locking ring in its position corresponding to the extended position of the two shaft parts.
- a central buffer coupling in which a locking sleeve is provided as a locking device, which is mounted on the coupling shaft in the longitudinal direction and is displaceable in the extended position of the two shaft parts by the force of the springs in a locking position, in which the sliding sleeve for rigidifying the coupling shaft overlaps both shaft parts, a cam disc being connected non-rotatably to the two ends of the connecting bolt and having a cam surface which is eccentric to the axis of the connecting bolt and cooperating with the facing end face of the sliding sleeve, the cam discs form a stop for the sliding sleeve in its locking position and by pivoting the cams, the sliding sleeve can be moved against the force of the springs into an unlocking position which enables the front shaft part to pivot , in which the sliding sleeve can be fixed.
- the invention has for its object to make a central buffer coupling of the type specified in terms of the design of the locking device with high functional reliability as simple as possible.
- the coupling shaft of the central buffer coupling consists of a front shaft part 2 which carries the coupling head 1 and a rear shaft part 3 which is articulated horizontally on the underframe of the rail vehicle.
- the front shaft part 2 is formed at the free end as a fork head 4 with an upper and lower fork leg, the fork legs receiving the rear shaft part 3 between them.
- a connecting bolt 5 through fork head 4 and shaft part 3 the shaft parts 2 and 3 are connected to one another in such a way that the front shaft part 2 can be pivoted horizontally relative to the rear shaft part 3.
- the bolt 7 is arranged in the vertical central longitudinal plane and is supported vertically by means of a holding plate 8 from the outside on the upper and lower fork legs by means of bolts 9 or bolts 9 and bushing 10.
- the holding plates 8 are fastened via a fastening element (bolt 11) to one side of the vertical central longitudinal plane of the coupling shaft on the upper or lower fork leg.
- the swivel angle is approximately 60 ° in the example.
- the bolt 7 is connected by means of fastening element 22 to a sleeve 12, which is guided in the front shaft part 2, and in which a compression spring 13 is arranged, which is supported via a pressure piece 14 on the bottom of a spring chamber 15 located in the front shaft part 2 and through which Sleeve 12 is guided within the fork head 4 in the front shaft part 2.
- the front shaft part 2 has a vertical groove 16, in which the bolt 7 can be displaced in and out of the groove 6 of the rear shaft part 3 to a limited extent for locking and unlocking.
- the bolts 9 and bushes 10 are each guided in an elongated hole 17 in the holding plates 8.
- a sleeve 23 is attached to each of the holding plates 8, into which a U-shaped actuating element (handle 18) is inserted with its free legs.
- the handle 18 can be moved within the sleeves 23; it is secured against falling out by means of securing element 19.
- the groove 6 is formed with a receptacle which widens towards the front and into which the correspondingly tapering bolt 7 can engage without play. In conjunction with the spring loading of the bolt 7, a play-free locking of the two shaft parts 2 and 3 against one another is thus achieved.
- the rear shaft part 3 has, on the side of the vertical central length to which the front shaft part 2 can be pivoted, a run-on slope 20 against which the Bolt 7 comes into contact with the inserted position when pivoting from the pivoted position and on which the bolt 7 is slid backwards against the force of the compression spring 13 in the direction of the pressure piece 14 during pivoting. If the front and rear shaft parts 2 and 3 are in the stretched position, the swift Bolt 7 - loaded by the tension force of the compression spring 13 - in the groove 6 of the rear section 3 and locks the stretched position.
- the fixing device is released by turning the handle 18.
- the elongated holes 17 convert the rotary movement of the handle 18 or the holding plates 8 connected to it into a straight-line movement of the bolt 7 within the vertical groove 16.
- the front shaft part 2 When the bolt 7 is disengaged from the groove 6, the front shaft part 2 can be pivoted about the connecting bolt 5.
- a cover 21 is fastened to the front shaft part 2, which covers the groove 6 of the rear shaft part 3 in the pivoted position and protects it from dirt.
- pivoting of the front shaft part 2 against the rear shaft part 3 is provided by approximately 150 °.
- the entire central buffer coupling including the coupling head 1, can be swiveled in within the frontal boundary profile.
- the front shaft part 2 can be swung in beyond the parallel position to the end face (FIG. 3).
- the locking device with bolt 7 and groove 6 is arranged between the connecting bolt 5 and the coupling head 1.
- the locking device with bolt 7 and groove 6 is arranged between the connecting bolt 5 for the shaft parts 2 and 3 and the articulation of the rear shaft part 3 on the rail vehicle.
- the essential elements of the locking device in particular the spring-loaded bolt 7, are arranged at the free end of the rear shaft part 3; the correspondingly formed groove 6, on the other hand, at the end of the front shaft part 2 projecting from the connecting bolt 5.
- the rear shaft part 3 is formed at the free end as a fork head 4 and now receives the front shaft part 2 between the fork legs.
- the holding plates 8, sleeve 12, compression spring 13, pressure piece 14, spring chamber 15, run-up slope 20, cover 21 and vertical groove 16 are now assigned to the rear shaft part 3.
- An arrangement of the locking device according to the second exemplary embodiment is advantageous if there is not enough installation space available on the shaft part 2 because of a short front shaft part 2.
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Vehicle Body Suspensions (AREA)
- Springs (AREA)
- Memory System Of A Hierarchy Structure (AREA)
- Seal Device For Vehicle (AREA)
- Small-Scale Networks (AREA)
- Fittings On The Vehicle Exterior For Carrying Loads, And Devices For Holding Or Mounting Articles (AREA)
- Vibration Prevention Devices (AREA)
- Vibration Dampers (AREA)
- Pivots And Pivotal Connections (AREA)
Abstract
Description
Die Erfindung betrifft eine Mittelpufferkupplung für Schienenfahrzeuge nach dem Oberbegriff des Patentanspruchs 1.The invention relates to a central buffer coupling for rail vehicles according to the preamble of claim 1.
Bei bekannten Mittelpufferkupplungen überragt der Kupplungskopf das Fahrzeugprofil stirnseitig. Mittelpufferkupplungen, deren Kupplungskopf bei Nichtgebrauch in das Fahrzeugprofil einschwenkbar sind, kommen insbesondere für Schienenfahrzeuge in Betracht, die nicht auf eigenen Trassen verkehren,
z.B. Straßenbahnfahrzeuge, um eine Gefährdung anderer Vorkehrsteilnehmer durch den das Schienenfahrzeug stirnseitig überragenden Kupplungskopf zu vermeiden.In known medium buffer couplings, the coupling head protrudes from the front of the vehicle profile. Medium buffer couplings, the coupling head of which can be swiveled into the vehicle profile when not in use, are particularly suitable for rail vehicles that do not run on their own routes,
eg tram vehicles in order to avoid endangering other precautionary participants by the coupling head protruding from the front of the rail vehicle.
Aus der US-A-4049129 ist eine Mittelpufferkupplung der eingangs genannten Art bekannt, bei der die Festelleinrichtung einen am hinteren Schaftteil befestigten
vertikalen Arretierbolzen aufweist, der eine am vorderen Schaftteil vorgesehene, zur Achse des Verbindungsbolzens konzentrische, kreisbogenförmige Schlitzausnehmung durchragt und auf dem mittels einer von Hand betätigbaren Verstelleinrichtung ein einen Außenkonus aufweisender
Rastring axial verschiebbar ist.From US-A-4049129 a center buffer coupling of the type mentioned is known, in which the locking device attaches one to the rear shaft part
has vertical locking bolt, which extends through a circular arc-shaped slot recess provided on the front shaft part and concentric with the axis of the connecting bolt, and on which an outer cone is provided by means of a manually operable adjusting device
Locking ring is axially displaceable.
Die Schlitzausnehmung weist an ihren beiden Enden jeweils eine konische Rastsenkung auf, wobei mittels der Verstelleinrichung der Rastring in der zueinander gestreckten Lage der beiden Schaftteile in die eine Rastsenkung und in der zueinander verschwenkten Lage der Schaftteile in die andere Bastsenkung eindrückbar ist.The slot recess has a conical notch at each of its two ends, whereby the locking ring can be pressed into the one notch in the extended position of the two shaft parts and into the other raffia sink in the pivoted position of the shaft parts by means of the adjusting device.
Zum Lösen der Feststelleinrichtung ist der Rastring durch die Verstelleinrichtung aus der betreffenden Rastsenkung aushebbar.To release the locking device, the locking ring can be lifted out of the locking recess in question by the adjusting device.
Bei dieser bekannten Ausbildung ist die Feststelleinrichtung aufwendig gestaltet, da nicht nur der Arretierbolzen, die Schlitzausnehmung mit den Rastsenkungen sowie der Rastring erforderlich sind, sondern auch die Verstelleinrichtung für den Rastring aus mehreren Einzelteilen gebildet wird, da sie einerseits das axiale Verschieben des Rastrings auf dem Arretierbolzen bewirken und andererseits den Rastring zu seiner den Rastring in seiner der zueinander gestreckten Lage der beiden Schaftteile entsprechenden Stellung sichern muß.In this known design, the locking device is designed to be complex, since not only the locking bolt, the slot recess with the locking recesses and the locking ring are required, but also the adjusting device for the locking ring is formed from several individual parts, since on the one hand it axially displaces the locking ring on the Effect locking bolt and on the other hand, the locking ring must secure the locking ring in its position corresponding to the extended position of the two shaft parts.
Aus der DE 32 13 697 A1 ist eine Mittelpufferkupplung bekannt, bei der als Feststelleinrichtung eine auf dem Kupplungsschaft in dessen Längsrichtung begrenzt verschiebbar gelagerte Schiebemuffe vorgesehen ist, die in der zueinander gestreckten Lage der beiden Schaftteile durch die Kraft der Federn in eine Verriegelungsstellung verschiebbar ist, in der die Schiebemuffe zum Starrmachen des Kupplungsschafts beide Schaftteile überlappt, wobei an den beiden Enden des Verbindungsbolzens jeweils eine drehfest mit diesem verbundenen Kurvenscheibe angeordnet ist, die eine zur Achse des Verbindungsbolzens exzentrische, mit der zugewanndten Stirnfläche der Schiebemuffe zusammenwirkende Kurvenfläche aufweist, wobei die Kurvenscheiben einen Anschlag für die Schiebemuffe in deren Verriegelungsstellung bilden und durch Verschwenkung der Kurvenscheiben die Schiebemuffe gegen die Kraft der Federn in eine das Verschwenken des vorderen Schaftteils ermöglichende Entrieglungsstellung verschiebbar ist, in der die Schiebemuffe festlegbar ist.From DE 32 13 697 A1 a central buffer coupling is known, in which a locking sleeve is provided as a locking device, which is mounted on the coupling shaft in the longitudinal direction and is displaceable in the extended position of the two shaft parts by the force of the springs in a locking position, in which the sliding sleeve for rigidifying the coupling shaft overlaps both shaft parts, a cam disc being connected non-rotatably to the two ends of the connecting bolt and having a cam surface which is eccentric to the axis of the connecting bolt and cooperating with the facing end face of the sliding sleeve, the cam discs form a stop for the sliding sleeve in its locking position and by pivoting the cams, the sliding sleeve can be moved against the force of the springs into an unlocking position which enables the front shaft part to pivot , in which the sliding sleeve can be fixed.
Der Erfindung liegt die Aufgabe zugrunde, eine Mittelpufferkupplung der eingangs angegebenen Art hinsichtlich der Ausbildung der Feststelleinrichtung bei hoher Funktionssicherheit möglichst einfach zu gestalten.The invention has for its object to make a central buffer coupling of the type specified in terms of the design of the locking device with high functional reliability as simple as possible.
Diese Aufgabe wird erfindungsgemäß durch eine Ausbildung mit den kennzeichnenden Merkmalen des Patentanspruchs 1 gelöst. Zweckmäßige Weiterbildung der Erfindung sind in den Unteransprüchen angegeben.This object is achieved according to the invention by training with the characterizing features of patent claim 1. Appropriate further development of the invention are specified in the subclaims.
In der Zeichnung sind zwei Ausführungsbeispiele der Erfindung schematisch dargestellt.In the drawing, two embodiments of the invention are shown schematically.
Es zeigen
- Fig. 1
- den Verbindungsbereich der beiden Schaftteile einer erfindungsgemäßen Mittelpufferkupplung in teilweise geschnittener Seitenansicht;
- Fig. 2
- eine Draufsicht auf den Verbindungsbereich nach Fig. 1 in Verriegelungstellung der Feststelleinrichung für beide Schaftteile sowie in der verschwenkten Stellung (strichpunktiere Linien);
- Fig. 3
- ein zweites Ausführungsbeispiel der Erfindung mit angelenktem Kupplungskopf und Abstützung am Schienenfahrzeug in Draufsicht.
- Fig. 1
- the connection area of the two shaft parts of a central buffer coupling according to the invention in a partially sectioned side view;
- Fig. 2
- a plan view of the connection area of Figure 1 in the locked position of the locking device for both shaft parts and in the pivoted position (dash-dotted lines).
- Fig. 3
- a second embodiment of the invention with articulated coupling head and support on the rail vehicle in plan view.
Der Kupplungsschaft der Mittelpufferkupplung besteht aus einem den Kupplungskopf 1 tragenden, vorderen Schaftteil 2 und einem am Untergestell des Schienenfahrzeugs horizontal schwenkbar angelenkten, hinteren Schaftteil 3.The coupling shaft of the central buffer coupling consists of a
Der vordere Schaftteil 2 ist an dem freien Ende als Gabelkopf 4 mit oberem und unterem Gabelschenkel ausgebildet, wobei die Gabelschenkel den hinteren Schaftteil 3 zwischen sich aufnehmen. Mittels eines Verbindungsbolzens 5 durch Gabelkopf 4 und Schaftteil 3 sind die Schaftteile 2 und 3 derart miteinander verbunden, daß der vordere Schaftteil 2 gegenüber dem hinteren Schaftteil 3 horizontal verschwenkbar ist.The
Am den Verbindungsbolzen 5 überragenden Ende des hinteren Schaftteils 3 ist eine vertikale Nut 6 angeordnet, in die ein dem vorderen Schaftteil 2 zugeordneter Riegel 7 in Eingriff bringbar ist.At the end of the
Der Riegel 7 ist in der senkrechten Mittellängsehene angeordnet und vertikal über je eine Halteplatte 8 von außen an dem oberen sowie dem unteren Gabelschenkel über Bolzen 9 bzw. Bolzen 9 und Buchse 10 abgestützt.The bolt 7 is arranged in the vertical central longitudinal plane and is supported vertically by means of a
Die Halteplatten 8 sind über ein Befestigungselement (Bolzen 11) zu einer Seite der senkrechten Mittellängsebene des Kupplungsschafts am oberen bzw. unteren Gabelschenkel schwenkbar befestigt. Der Schwenkwinkel beträgt im Beispiel etwa 60°.The
Der Riegel 7 ist mittels Befestigungselement 22 mit einer Hülse 12 verbunden, die im vorderen Schaftteil 2 geführt ist, und in der eine Druckfeder 13 angeordnet ist, die sich über ein Druckstück 14 am Boden eines im vorderen Schaftteils 2 befindlichen Federraumes 15 abstützt und durch die Hülse 12 innerhalb des Gabelkopfes 4 im vorderen Schaftteil 2 geführt ist. Im Bereich der horizontalen Verschiebbarkeit des Riegels 7 weist der vordere Schaftteil 2 eine Vertikalnut 16 auf, in der der Riegel 7 zur Ver-und Entriegelung begrenzt verschiebbar in die Nut 6 des hinteren Schaftteils 3 ein- bzw. ausschiebbar ist.The bolt 7 is connected by means of fastening
Die Bolzen 9 bzw. Buchsen 10 sind in den Halteplatten 8 jeweils in einem Langloch 17 geführt.The
An den Halteplatten 8 ist je eine Hülse 23 befestigt, in die ein U-förmiges Betätigunselement (Griff 18) mit seinen freien Schenkeln eingeschoben ist. Innerhalb der Hülsen 23 kann der Griff 18 verschoben werden; gegen Herausfallen ist er mittels Sicherungselement 19 gesichert.A
Die Nut 6 ist mit sich nach vorn erweiterndem Aufnahmemaul ausgebildet, in das der entsprechend sich nach vorn verjüngende Riegel 7 spielfrei eingreifen kann. In Verbindung mit der Federbelastung des Riegels 7 wird somit eine spielfreie Arretierung der beiden Schaftteile 2 und 3 gegeneinander erreicht.The
Der hintere Schaftteil 3 weist auf der Seite der senkrechten Mittellänge, zu der der vordere Schaftteil 2 verschwenkbar ist, eine Anlaufschräge 20 auf, gegen welche der
Riegel 7 beim Schwenken aus der verschwenkten Lage in die gesteckte Lage zur Anlage kommt und auf der der Riegel 7 beim Weiterschwenken gegen die Kraft der Druckfeder 13 entlanggleitend nach hinten in Richtung auf das Druckstück 14 verschoben wird. Befinden sich vorderer und hinterer Schaftteil 2 und 3 in der gestreckten Lage, schnellt der
Riegel 7 - durch die Spannkraft der Druckfeder 13 belastet - in die Nut 6 des hinteren Schaffteils 3 und arretiert die gestreckt Lage.The
Bolt 7 comes into contact with the inserted position when pivoting from the pivoted position and on which the bolt 7 is slid backwards against the force of the
Bolt 7 - loaded by the tension force of the compression spring 13 - in the
Das Lösen der Feststelleinrichung erfolgt durch Drehen des Griffs 18. Über die Langlöcher 17 wird die Drehbewegung des Griffes 18 bzw. der mit diesem verbundene Halteplatten 8 in eine gradlinige Bewegung des Riegels 7 innerhalb der Vertikalnut 16 umgesetzt.The fixing device is released by turning the
Wenn der Riegel 7 außer Eingriff der Nut 6 gebracht ist, ist das vordere Schaftteil 2 um den Verbindungsbolzen 5 schwenkbar. Am vorderen Schaftteil 2 ist eine Abdeckung 21 befestigt, die in verschwenkter Lage die Nut 6 des hinteren Schaftteils 3 abdeckt und diesen vor Verschmutzung schützt.When the bolt 7 is disengaged from the
Beim Ausführungsbeispiel ist ein Verschwenken des vorderen Schafteils 2 gegen den hinteren Schaftteil 3 um ca. 150 ° vorgesehen.In the exemplary embodiment, pivoting of the
Da gleichzeitig der hintere Schaftteil 3 in seiner Anlenkung am Untergestell in Gegenrichtung verschwenkbar ist, kann die gesamte Mittelpufferkupplung einschließlich des Kupplungskopfes 1 innerhalb des stirnseitigen Umgrenzungsprofils eingeschwenkt werden. Der vordere Schaftteil 2 ist dabei über die parallele Lage zur Stirnseite hinaus einschwenkbar (Fig. 3).Since at the same time the
Im ersten Ausführungsbeispiel (Fig. 1 und 2) ist die Festelleinrichtung mit Riegel 7 und Nut 6 zwischen dem Verbindungsbolzen 5 und dem Kupplungskopf 1 angeordnet.In the first exemplary embodiment (FIGS. 1 and 2), the locking device with bolt 7 and
Im zweiten Ausführungsbeispiel (Fig. 3) ist die Feststelleinrichtung mit Riegel 7 und Nut 6 zwischen dem Verbindungsbolzen 5 für die Schaftteile 2 und 3 und der Anlenkung des hinteren Schaftteils 3 am Schienenfahrzeug angeordnet.In the second embodiment (FIG. 3), the locking device with bolt 7 and
Bei dieser Anordnung sind die wesentlichen Elemente der Feststelleinrichtung, insbesondere der federbelastete Riegel 7 am freien Ende des hinteren Schaftteils 3 angeordnet; die entsprechend ausgebildete Nut 6 hingegen am den Verbindungsbolzen 5 überragenden Ende des vorderen Schaftteils 2. Somit ist bei dieser Lösung der hintere Schaftteil 3 am freien Ende als Gabelkopf 4 ausgebildet und nimmt nunmehr den vorderen Schaftteil 2 zwischen die Gabelschenkel auf. Die Halteplatten 8, Hülse 12, Druckfeder 13, Druckstück 14, Federraum 15, Anlaufschräge 20, Abdeckung 21 sowie Vertikalnut 16 sind somit nunmehr dem hinteren Schaftteil 3 zugeordnet.In this arrangement, the essential elements of the locking device, in particular the spring-loaded bolt 7, are arranged at the free end of the
Eine Anordnung der Feststelleinrichtung gemäß dem zweiten Ausführungsbeispiel ist vorteilhaft, wenn wegen eines kurz auszubildenden vorderen Schaftteils 2 auf dem Schaftteil 2 nicht genügend Einbauraum zur Verfügung steht.An arrangement of the locking device according to the second exemplary embodiment is advantageous if there is not enough installation space available on the
- 11
- KupplungskopfCoupling head
- 22nd
- Vorderes SchaftteilFront shaft part
- 33rd
- Hinteres SchaftteilRear shaft part
- 44th
- GabelkopfClevis
- 55
- VerbindungsbolzenConnecting bolt
- 66
- Vertikale NutVertical groove
- 77
- Riegelbars
- 88th
- HalteplatteRetaining plate
- 99
- Bolzenbolt
- 1010th
- BuchseRifle
- 1111
- Bolzenbolt
- 1212th
- HülseSleeve
- 1313
- DruckfederCompression spring
- 1414
- DruckstückPressure piece
- 1515
- FederraumSpring chamber
- 1616
- VertikalnutVertical groove
- 1717th
- LanglochLong hole
- 1818th
- GriffHandle
- 1919th
- SicherungselementSecuring element
- 2020th
- AnlaufschrägeRamp
- 2121
- Abdeckungcover
- 2222
- BefestigungselementFastener
- 2323
- HülseSleeve
Claims (10)
anderen Schaftteil (3 oder 2) zugeordnete vertikale Nut (6) eingreift, daß der in der senkrechten Mittellängsebene angeordnete Riegel (7) vertikal über je eine Halteplatte (8) an dem oberen sowie dem unteren Gabelschenkel des Gabelkopfes (4) über Bolzen (9) abgestützt ist und gegen die Kraft der Feder (13) innerhalb einer im vorderen Schaftteil (2) (bzw. hinteren Schaftteil (3) für das zweite Ausführungsbeispiel) angeordneten Vertikalnut (16) verschiebbar ist, daß die Halteplatten (8) über einen weiteren Bolzen (11) zu einer Seite der senkrechten Mittellängsebene am oberen bzw. unteren Gabelschenkel schwenkbar befestigt sind, daß die Bolzen (9) in den Halteplatten (8) jeweils in einem Langloch (17) geführt sind und daß an den Halteplatten (8) ein Betätigungselement (Griff 18) befestigt ist.Central buffer coupling for rail vehicles with a two-part coupling shaft formed from a front shaft part carrying the coupling head of the central buffer coupling and a rear shaft part which is horizontally pivotably articulated on the frame of the rail vehicle, the two shaft parts of which are connected to one another by a vertical connecting bolt and can be pivoted about this connecting bolt and with respect to one another, and one Shaft part in the joint area overlaps the other shaft part like a fork head with upper and lower fork legs, the two shaft parts in their extended position, in which the coupling head is located outside the vehicle profile, can be locked against one another by a locking device, forming a rigid coupling shaft, and the front shaft part behind Release locking device is pivotable in a position in which the coupling head is located within the vehicle profile, characterized in that as a fixed Adjusting device is provided in the coupling shaft in the longitudinal direction limited lock (7) is provided, which is displaceable in the mutually extended position of the two shaft parts (2 and 3) by the force of a spring (13) in a locking position in which the one shaft part (2 or 3) associated latch (7) for rigidifying the coupling shaft in a
other shaft part (3 or 2) assigned vertical groove (6) engages that the bolt arranged in the vertical central longitudinal plane (7) vertically via a holding plate (8) on the upper and lower fork legs of the fork head (4) via bolts (9 ) is supported and can be displaced against the force of the spring (13) within a vertical groove (16) arranged in the front shaft part (2) (or rear shaft part (3) for the second exemplary embodiment) such that the holding plates (8) have another Bolt (11) to one side of the vertical central longitudinal plane on the upper or lower fork leg are pivotally attached that the bolts (9) in the holding plates (8) are each guided in an elongated hole (17) and that an actuating element (handle 18) is attached to the holding plates (8).
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DE4328811 | 1993-08-27 | ||
| DE4328811A DE4328811C1 (en) | 1993-08-27 | 1993-08-27 | Centre buffer coupling for rail vehicles |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| EP0640519A1 true EP0640519A1 (en) | 1995-03-01 |
| EP0640519B1 EP0640519B1 (en) | 1997-06-25 |
Family
ID=6496138
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| EP94111607A Expired - Lifetime EP0640519B1 (en) | 1993-08-27 | 1994-07-26 | Central buffer coupling for railway vehicles |
Country Status (6)
| Country | Link |
|---|---|
| US (1) | US5472104A (en) |
| EP (1) | EP0640519B1 (en) |
| AT (1) | ATE154786T1 (en) |
| AU (1) | AU678268B2 (en) |
| DE (2) | DE4328811C1 (en) |
| ES (1) | ES2103521T3 (en) |
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EP1535816A1 (en) * | 2003-11-28 | 2005-06-01 | Voith Turbo Scharfenberg GmbH & Co. KG | Central buffer coupling for railway vehicles |
| EP1985518A1 (en) * | 2007-04-25 | 2008-10-29 | Voith Patent GmbH | Automatic pivot coupling |
| DE102017102448A1 (en) | 2017-02-08 | 2018-08-09 | Voith Patent Gmbh | Articulated joint connection device and coupling device with a coupling rod with coupling rod parts which can be connected via an articulated joint connection device |
Families Citing this family (14)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE19513386A1 (en) * | 1995-04-08 | 1996-10-10 | Scharfenbergkupplung Gmbh | Adjustable coupling rod |
| DE19526504C1 (en) * | 1995-07-20 | 1996-07-25 | Bergische Stahlindustrie | Middle buffer coupling for rail vehicles |
| DE10010062C2 (en) * | 2000-03-02 | 2002-01-31 | Schwab Verkehrstechnik Ag Scha | Coupling device for rail vehicles |
| DE10126483A1 (en) * | 2001-05-31 | 2002-12-05 | Scharfenbergkupplung Gmbh & Co | Energy consumption device for the front of rail vehicles |
| DE10162731A1 (en) * | 2001-12-20 | 2003-07-03 | Voith Turbo Scharfenberg Gmbh | Device for the horizontal center reset for a central buffer coupling pivotably attached to a rail vehicle by means of a coupling shaft |
| FR2850930B1 (en) * | 2003-02-12 | 2014-03-07 | Alstom | VEHICLE, IN PARTICULAR RAIL VEHICLE, COMPRISING AN EXTREMITE EQUIPPED WITH A COUPLING DEVICE |
| ATE324305T1 (en) * | 2003-12-05 | 2006-05-15 | Voith Turbo Scharfenberg Gmbh | CENTER BUFFER CLUTCH WITH CENTER RESET. |
| GB2414220A (en) * | 2004-05-19 | 2005-11-23 | Bombardier Transp Gmbh | Central buffer coupling for rail vehicles pivotable between an operative and inoperative position |
| ATE400486T1 (en) * | 2004-09-06 | 2008-07-15 | Voith Turbo Scharfenberg Gmbh | COUPLING HEAD WITH DETACHABLE FRONT PLATE, FOR RAIL VEHICLES, AND ASSOCIATED INSTALLATION METHOD |
| PL1719686T3 (en) * | 2005-05-06 | 2008-01-31 | Voith Turbo Scharfenberg Gmbh & Co Kg | Separable central buffer coupling with centering device |
| CN102501876A (en) * | 2011-11-09 | 2012-06-20 | 天津机辆轨道交通装备有限责任公司 | Novel semi-automatic tight-lock coupler structure |
| GB2565504B (en) * | 2016-10-21 | 2019-08-07 | Crrc Qingdao Sifang Co Ltd | Coupling assembly and rail vehicle having same |
| DE102016120639A1 (en) | 2016-10-28 | 2018-05-03 | Voith Patent Gmbh | DEVICE FOR HORIZONTAL CENTER RESETTING OF A CLUTCH SHAFT |
| CN106985877B (en) * | 2016-12-29 | 2018-03-27 | 比亚迪股份有限公司 | Draft gear assemblies and there is its sit-astride track train |
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|---|---|---|---|---|
| DE188757C (en) * | ||||
| FR345644A (en) * | 1903-08-29 | 1904-12-06 | Krupp Ag | Coupling known as "passage" for railway wagons |
| AT24547B (en) * | 1904-05-24 | 1906-06-11 | Nat Malleable Castings Co | Pulling and pushing device for central buffer couplings. |
| US2287954A (en) * | 1940-03-15 | 1942-06-30 | Buckeye Steel Castings Co | Locomotive pilot coupler structure |
| DE3213697A1 (en) * | 1982-04-14 | 1983-10-20 | Scharfenbergkupplung Gmbh, 3320 Salzgitter | MEDIUM BUFFER CLUTCH FOR RAIL VEHICLES |
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| US709338A (en) * | 1902-02-17 | 1902-09-16 | Watson S Lennon | Car-coupling. |
| US1132575A (en) * | 1914-06-11 | 1915-03-23 | Monarch Steel Castings Company | Locomotive car-coupling. |
| US2212646A (en) * | 1937-04-16 | 1940-08-27 | Nat Malleable & Steel Castings | Coupler pocket |
| FR2227739A5 (en) * | 1973-04-25 | 1974-11-22 | Gumuchian Pierre | Retracting drawgear for road type trailers - can be housed under trailer chassis when not in use |
| SE390143B (en) * | 1975-05-06 | 1976-12-06 | Volvo Ab | DRAWING DEVICE FOR MOTOR VEHICLES |
| SE387907B (en) * | 1975-07-14 | 1976-09-20 | Dellner Malmco Ab | AUTOMATIC COUPLING FOR TRAILERS AND THE LIKE |
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1993
- 1993-08-27 DE DE4328811A patent/DE4328811C1/en not_active Expired - Lifetime
-
1994
- 1994-07-26 DE DE59403214T patent/DE59403214D1/en not_active Expired - Lifetime
- 1994-07-26 AT AT94111607T patent/ATE154786T1/en active
- 1994-07-26 ES ES94111607T patent/ES2103521T3/en not_active Expired - Lifetime
- 1994-07-26 EP EP94111607A patent/EP0640519B1/en not_active Expired - Lifetime
- 1994-08-25 AU AU71472/94A patent/AU678268B2/en not_active Expired
- 1994-08-26 US US08/296,733 patent/US5472104A/en not_active Expired - Lifetime
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| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE188757C (en) * | ||||
| FR345644A (en) * | 1903-08-29 | 1904-12-06 | Krupp Ag | Coupling known as "passage" for railway wagons |
| AT24547B (en) * | 1904-05-24 | 1906-06-11 | Nat Malleable Castings Co | Pulling and pushing device for central buffer couplings. |
| US2287954A (en) * | 1940-03-15 | 1942-06-30 | Buckeye Steel Castings Co | Locomotive pilot coupler structure |
| DE3213697A1 (en) * | 1982-04-14 | 1983-10-20 | Scharfenbergkupplung Gmbh, 3320 Salzgitter | MEDIUM BUFFER CLUTCH FOR RAIL VEHICLES |
Cited By (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EP1535816A1 (en) * | 2003-11-28 | 2005-06-01 | Voith Turbo Scharfenberg GmbH & Co. KG | Central buffer coupling for railway vehicles |
| US7490729B2 (en) | 2003-11-28 | 2009-02-17 | Voith Turbo Scharfenberg Gmbh & Co. Kg | Center buffer coupling for railroad cars |
| EP1985518A1 (en) * | 2007-04-25 | 2008-10-29 | Voith Patent GmbH | Automatic pivot coupling |
| WO2008132124A1 (en) * | 2007-04-25 | 2008-11-06 | Voith Patent Gmbh | Automatic articulated coupling |
| AU2008244367B2 (en) * | 2007-04-25 | 2010-11-18 | Voith Patent Gmbh | Automatic articulated coupling |
| DE102017102448A1 (en) | 2017-02-08 | 2018-08-09 | Voith Patent Gmbh | Articulated joint connection device and coupling device with a coupling rod with coupling rod parts which can be connected via an articulated joint connection device |
| WO2018145929A1 (en) | 2017-02-08 | 2018-08-16 | Voith Patent Gmbh | Articulated joint connection device, and coupling device with a coupling bar with coupling bar parts which can be connected via an articulated joint connection device |
| US11407435B2 (en) | 2017-02-08 | 2022-08-09 | Voith Patent Gmbh | Articulated joint connection device, and coupling device with a coupling bar with coupling bar parts which can be connected via an articulated joint connection device |
Also Published As
| Publication number | Publication date |
|---|---|
| ATE154786T1 (en) | 1997-07-15 |
| EP0640519B1 (en) | 1997-06-25 |
| ES2103521T3 (en) | 1997-09-16 |
| AU678268B2 (en) | 1997-05-22 |
| DE59403214D1 (en) | 1997-07-31 |
| DE4328811C1 (en) | 1994-10-27 |
| AU7147294A (en) | 1995-03-09 |
| US5472104A (en) | 1995-12-05 |
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