EP1070645A1 - Supporting device for automatic coupling for rail vehicles - Google Patents

Abstract

The support device has a frame unit (4) coupled to a rail vehicle (3), a centering unit (23) with arm (6) in the frame unit, and a unit to transmit power/weight of the coupling head (8) to the vehicle chassis. This consists of a pressure spring unit (9) supported indirectly on coupling head and centering arm. A pivot bearing unit (16,56) is positioned between coupling head and centering arm, and between arm and chassis. The spring unit is positioned non-central to the central axis of the coupling head.

Description

The invention relates to a support device for an automatic train coupling, especially for use in rail vehicles, in particular with the features from the preamble of claim 1; also an automatic train coupling with such a support device.

1. Adolf Felsing, Eberhard Hoffmann: "Moderne Technik bei der Knorr-Bremse, Systeme für Schienenfahrzeuge; die automatische Zugkupplung - Stand der Entwicklung und Versuchsprogramm", Sonderdruck eines Beitrages in der Fachzeitschrift ETR - Eisenbahntechnische Rundschau, Heft 4/95

2. EP 0 618 126 A2

3. EP 0 230 263 B1

Automatic train couplings enable the automatic connection of two rail vehicles, with two such couplings establishing a rigid connection between the two vehicles to be coupled to one another in the coupled state. These couplings are known from the prior art in a large number of possible configurations. As a representative, reference is made to the following publications:

1. Adolf Felsing, Eberhard Hoffmann: "Modern technology at Knorr-Bremse, systems for rail vehicles; the automatic train coupling - state of development and test program", reprint of an article in the trade journal ETR - Eisenbahntechnische Rundschau, issue 4/95

2. EP 0 618 126 A2

3. EP 0 230 263 B1

The automatic train couplings act as coupling elements, which the when forming the trains while traveling between the individual vehicles, in particular Wagons, resulting compressive and tensile forces as well as relative movements transmit, cushion and dampen at the ends of the vehicle when cornering as well can absorb the relative movements to each other. These essentially include at least one coupling head with centering surfaces, one coupling arm, a locking system, an actuation system for the locking system, a support device and the line couplings assigned to the coupling bodies, for example Air line couplings. Furthermore, an automatic changeover can be provided to which a corresponding actuation system is assigned. The actuation systems for the automatic changeover and the locking system can be combined in one System can be summarized. To implement the coupling option With a conventional screw coupling system, a mixed pull coupling can also be used are provided, which as a second clutch system in the automatic train coupling is integrated. Furthermore, the basic version with a mixed air coupling and / or an air coupling for a main air tank line and / or cable couplings made of electrical couplings or be supplemented. Regarding the kinematics of the individual elements of the clutch system can be referred to the above publications.

The support device of an automatic train coupling has the task to carry the coupling head and this with a defined force in the direction of can be engaged with the automatic pull coupling second automatic Push the coupling of the wagon to be coupled and the coupling head a deflection can automatically be returned to the middle position. At least that is two compression springs in the form located under the coupling head provided by pre-compression springs, which the pre-compression and weight from Transfer the coupling head to the chassis of the vehicle via a centering arm. To compensate for the axial play or for controlled damping of vibrations, which due to tolerances in the connection between the rail vehicle or the individual wagon and the automatic train coupling or the side buffer and the individual elements of the automatic train coupling appropriate damping devices can be provided. These are preferably symmetrical with respect to the center axis of the coupling head or the theoretical connection axis of those to be coupled Rail vehicles assigned to the coupling head. The symmetrical version requires a corresponding design, which is particularly due to the installation space is limited in size. Furthermore, the application a single damper device only through appropriate modifications possible.

The invention is therefore based on the object of further developing a support device of the type mentioned in such a way that, regardless of the design of the automatic pull coupling, it is always suitable for transmitting the pushing and weighting forces into the frame unit and the resetting upon deflection in the different deflection directions. Furthermore, it should be possible to easily integrate a damping device. In a further aspect of the invention, it is desirable to provide a possibility with the supporting device, which of the not coupled with respect to the installation space in the direction of the theoretical connecting axis A _vtheoretisch each other to be coupled rail vehicles on the side of the coupling head, at which this with a second automatic traction coupling can be limited. The solution according to the invention is further to be characterized by the least possible design and manufacturing outlay.

The solution according to the invention is characterized by the features of claim 1. Advantageous configurations are given in the subclaims.

The support device comprises a centering device mounted in the frame unit with a centering arm and means for transmitting at least the pressure and / or Weight forces of the coupling head via the centering arm on the chassis of the rail vehicle. According to the invention, the means for transmission at least the pressure and / or weight forces of the coupling head on the chassis of the rail vehicle only a compression spring device, which itself is supported at least indirectly on the coupling head and the centering arm, and in each case a swivel bearing arrangement between the coupling head and centering arm and centering arm and chassis of the rail vehicle.

The compression spring device is arranged eccentrically in the installed position in a view from above with respect to the center axis A _{M of} the coupling head. The force transmission takes place essentially on these elements via swivel bearing arrangements, which allow the centering arm to be movable relative to the coupling head by at least two axes, a horizontal axis and a vertical axis in the installed position.

According to a further aspect of the invention, the support device designed according to the invention, in particular the compression spring device, is preferably assigned to the coupling head in a region which, viewed in the installation position, is limited in the horizontal direction by the theoretical connecting axis of the rail vehicles to be coupled and a side buffer which is on the coupling head is assigned to the side facing away from the coupling head of the automatic train coupling to be coupled. The support device, in particular the compression spring device, is in the installed position, viewed in the horizontal direction with respect to the center axis A _{M of} the coupling head below it and, viewed in the horizontal direction, is preferably arranged entirely in a region which is defined by the center axis of the coupling head and the line of symmetry of the on the rail vehicle the side buffer arranged on the side of the coupling head facing away from the automatic pull coupling is limited, the area below the central axis being essentially free of the structural elements of the supporting device. This arrangement is particularly favorable because then the center, ie the wagon axis because of the short construction depth, the required large throughput of the automatic train coupling and the high tensile forces of the automatic train coupling and the structure of the automatic train coupling is fully available for these functions. Designs with only a partial eccentric arrangement are also conceivable, but are limited in terms of the arrangement of the individual elements and their design due to the throughput to be achieved and the size of the acting tensile and compressive forces in the coupled state.

The application of force and transmission is thus off-center and asymmetrical with respect to the theoretical connecting _axis A _{V theoretical, of} the two rail vehicles to be coupled. In order to achieve a uniform application of force, preferably in the area of the theoretical connecting axis in the chassis of the rail vehicle, the device-like design of the support device is as follows:

The support device comprises a frame unit with at least one frame base element, which is at least indirectly associated with that of the pull coupling Rail vehicle is connected. There is a centering device on the frame base element, which has a centering arm and a link device articulated on the centering arm includes, pivoted in two axes. It is a considered horizontal axis in the installation position, which is below the central axis of the coupling head and a vertical axis that is perpendicular to the central axis the coupling head is aligned. The pivotability around the two Axes are realized by means of a bearing arrangement, which is on the frame base element is pivotally mounted about the horizontal axis and in which the centering arm is pivotally mounted about the vertical axis. The connection of the centering arm on the coupling head via the handlebar device, which is a handlebar includes the pivoted with the centering arm viewed around an in the installed position horizontally extending axis is connected and which is a ball joint, for example in the form of a ball head, which is mounted in the coupling head. The interaction of ball head and coupling head enables spatial relative movement between the two elements. The compression spring device is supported with at least one end region at least indirectly on one, a first Support surface forming connecting surface on the handlebar device, which between the pivotable linkage of the handlebar device to the centering arm and the connection is formed via the ball head on the coupling head. The other end of the Compression spring device is supported at least indirectly via the centering arm on the frame unit, especially the frame base element. For generation the centering device is assigned a restoring forces, which is characterized in that this is in the form of a ball joint in the frame unit is stored. For this purpose, the directional joint has an at least hemispherical shape executed projection on that in a corresponding recess in the frame unit, is guided in particular in the basic frame element and by a certain rolling radius for rolling in the recess is characterized and has a corresponding span. The directional joint is also parallel to the centering arm by means of a positive guidance, i.e. a longitudinal guide. Each Deflection of the centering arm means a corresponding power transmission the directional joint and thus the frame unit. The directional joint also points one running at an angle to the centering device, in a view from above, however, at right angles to the centering arm, which a Forms contact surface for the second end region of the compression spring unit. The support the compression spring unit thus acts in the centering device via the directional joint on the frame unit.

The solution according to the invention makes it possible with a relatively simple construction an even support of an automatic train coupling with an asymmetrical one to the theoretical connection axis of the rail vehicles to be coupled or the center axis of the coupling head arranged or formed Realize support device. The support device can thus in an area of the automatic train coupling, in which none There are installation space problems, so that a correspondingly generous design is carried out can. Furthermore, it is possible, according to an advantageous embodiment in a support device designed in this way to compensate for the axial play or the tolerances to integrate a damping device. This is with the Coupling head on the one hand and the rail vehicle assigned to the coupling head on the other hand, at least indirectly connectable. The coupling head is for that mounted longitudinally on a coupling arm.

By providing a damping device according to the invention Vibrations due to tolerances in the connection between the Rail vehicle or the individual wagon and the automatic train coupling or the side buffer and the individual elements of the automatic train coupling arise, are damped in a simple and controllable manner.

The articulation of the damping device can be done directly on the coupling head and directly on the rail vehicle coupled to the coupling head, especially the wagon screed. In addition to the direct connection also coupling via additional support elements, for example brackets possible.

The damping device comprises a shock absorber. The linkage of the shock absorber takes place on the handlebar device and the centering arm, in particular the directional joint coupled to the centering arm.

Due to the necessity of driving on bends and thus swiveling of the coupling head, these swiveling movements are also from the Shock absorber arrangements to be carried out. Therefore, the coupling with the Coupling head and the rail vehicle assigned to this via corresponding Means that allow a corresponding pivoting movement. In the simplest In this case, swivel joints are used.

a) Einrohrdämpfer oder

b) Zweirohrdämpfer

in Abhängigkeit des anzuwendenden Verfahrens, durch das sowohl der Ausgleich des Volumens der stetig einseitig angeordneten Kolbenstange, als auch des Differenzvolumens infolge Wärmedehnung des Druckmittels bewirkt wird, ausgestaltet sein können. Diese bestehen jeweils im wesentlichen aus einer Zylinder-/Kolbeneinheit, umfassend wenigstens einen Arbeitszylinder, in welchem jeweils wenigstens ein Arbeitskolben, der über eine Kolbenstange mit dem Schienenfahrzeug verbindbar ist, auf- und abgleiten kann. Bei der Ausführung des Stoßdämpfers als Teleskopschwingungsdämpfungsvorrichtung in Form eines Zweirohrdämpfers, ist der Arbeitszylinder von einem zweiten Zylinder umgeben, welcher als Vorratsbehälter für ein Druckmittel, vorzugsweise Hydrauliköl, dient. Bei Bewegung des von der Flüssigkeit umgebenen und mit engen Bohrungen und/oder Ventilen versehenen Arbeitskolbens wird dann die Flüssigkeit durch die Bohrungen und Ventile gedrückt und erwärmt sich. Schwingungsenergie wird somit in Wärmeenergie umgewandelt. Andere Ausführungen sind denkbar. Beispielsweise kann die Zylinder-/Kolbeneinrichtung mehrere Arbeitskammern umfassen, wobei entsprechend der Funktionsweise ein Übertritt des Betriebsmittels von einer Arbeitskammer in die andere erfolgt. The term shock absorber is always understood to mean a liquid damper or a hydraulic damping device in which vibrational energy is converted into thermal energy by the friction of a liquid. Such damping devices offer the advantage over pure friction dampers that the damping force also increases with increasing speed. The shock absorbers can be designed as so-called telescopic vibration dampers, which in turn are known, for example, as

a) monotube damper or

b) Two-tube damper

depending on the method to be used, by means of which both the volume of the piston rod, which is arranged on one side and the differential volume due to thermal expansion of the pressure medium, can be equalized. These each consist essentially of a cylinder / piston unit, comprising at least one working cylinder, in which at least one working piston, which can be connected to the rail vehicle via a piston rod, can slide up and down. When the shock absorber is designed as a telescopic vibration damping device in the form of a two-tube damper, the working cylinder is surrounded by a second cylinder which serves as a reservoir for a pressure medium, preferably hydraulic oil. When the working piston surrounded by the liquid and provided with narrow bores and / or valves moves the liquid through the bores and valves and heats up. Vibration energy is thus converted into thermal energy. Other designs are conceivable. For example, the cylinder / piston device can comprise a plurality of working chambers, the operating medium being transferred from one working chamber to the other in accordance with the mode of operation.

Each shock absorber can be used continuously or only if required with one Pressure medium, especially hydraulic oil can be applied. In the former Fall can the telescopic vibration damping device without additional modification Find use. In the second case, however, the cylinder / piston unit Means for optional control, in particular optional provision of the Damping effect assigned. In this case, the shock absorber with a certain Damping force due to a corresponding signal with regard to its Effect switched on or off if necessary. As a signal, for example one, the corresponding functional position "long" or "short" of the clutch at least indirectly characterizing size can be used. Will the damping force the shock absorber or shock absorbers are not required with pressure medium acted upon. There is the possibility of each individual shock absorber or the entire shock absorber arrangement a corresponding equipment supply system assign which one pass through the single cylinder / piston unit a shock absorber or the individual cylinder / piston units by providing an inlet and an outlet and optionally the Inlet blocks or bypasses the cylinder / piston unit. The Bypass line can each individual shock absorber or a plurality by shock absorbers as a shared bypass line. In In this case, additional means are to be provided in the circuit which have a corresponding one Enable equipment circulation, for example in the form of valve devices or shut-off devices. Exist with regard to the concrete execution a variety of ways.

The solution according to the invention is not based on a specific execution of the automatic Towing clutch limited. This can be, for example, as in those mentioned at the beginning Publications.

The disclosure content of these documents regarding the structure of the automatic Train coupling is hereby fully included in the disclosure content of the present Registration included.

The automatic train coupling exists, for example, next to the assemblies Coupling head, coupling arm consisting of a locking system and automatic changeover, at least one actuation system for the automatic changeover and the locking system, a support device, from an air coupling for the main air line, one Mixed pull coupling and a mixed air coupling. This basic version can also be supplemented with other modules. As these assemblies can, for example, the air coupling for the main air tank line and be considered an electric clutch. The locking system has the task of Profile of the two coupling heads to be coupled together, each one Wagons are assigned to close and open the profile when uncoupling. The bolt of the bolt system is usually in the dome-ready position pushed back in the coupling head to make room for the mixed pull coupling create. The automatic changeover is used to set the "long" function positions or "short". The shortening can be done by a spacer, which between the coupling head and the coupling arm can be realized. The concrete one constructive design of the automatic train coupling with regard to the individual Functional groups are at the discretion of the responsible specialist. this applies also for the specific constructive design of the connection of the shock absorbers on Coupling head and the wagon or wagon to be coupled.

Figur 1

verdeutlicht in schematisch vereinfachter Darstellung eine vorteilhafte Ausführung einer erfindungsgemäß gestalteten Abstützvorrichtung einer automatischen Zugkupplung für den Einsatz in Schienenfahrzeugen in einer Ansicht von rechts in Einbaulage betrachtet;

Figur 2

verdeutlicht eine Ausführung der erfindungsgemäßen Abstützvorrichtung gemäß Figur 1 in einer Ansicht von oben.

The solution according to the invention is explained below with reference to figures. The following is shown in detail:

Figure 1

illustrates in a schematically simplified representation an advantageous embodiment of a support device designed according to the invention of an automatic train coupling for use in rail vehicles, viewed from the right in the installed position;

Figure 2

illustrates an embodiment of the support device according to the invention according to Figure 1 in a view from above.

Figure 1 illustrates in a schematically simplified representation a preferred embodiment of a support device 1 designed according to the invention of an automatic train coupling 2 for use in rail vehicles for at least mechanical coupling of two rail vehicles or wagons, here at least partially indicated a wagon 3. Figure 1 illustrates the view on the support device 1 in the installed position of the automatic coupling 2 in a rail vehicle or wagon 3 in the horizontal direction on the theoretical connecting _axis A _V theoretically _considered for the coupling between the two rail vehicles or wagons to be coupled together. In the coupled state, two such couplings form a rigid connection between the vehicles or wagons to be coupled together.

The support device 1 comprises at least one frame unit 4 with at least one frame base element 5, which can be at least indirectly fastened to the rail vehicle or wagon 3, and a centering arm 6, which carries a coupling head 8 of the automatic train coupling 2 and is mounted in the frame unit 4. According to the invention, the centering arm 6 is mounted in an articulated manner about at least one horizontal and one vertical axis in the installed position in the frame unit 4. Furthermore, there are means for transmitting a pushing and / or weight force of the coupling head 8 via the centering arm 6 to that with the frame unit 4 connected rail vehicle or the wagon 3 provided. These means only comprise a compression spring device 9, which is assigned to the coupling head 8 and the centering arm. The compression spring device 9 preferably comprises a compression spring 57. The support device 1 is thus considered asymmetrical in the installed position with respect to the theoretical connection _axis A _{Vtheoretically of} the two rail vehicles to be coupled and the coupling head 8 is unilaterally related to a vertical plane in the installed position parallel to the vertical plane through the Center axis A _M assigned. The arrangement of the support device 1 takes place in the installed position on the theoretical connection _axis A _V theoretically _viewed in the horizontal direction below the central axis A _{M of} the coupling head 8 and in a view from above of the coupling head 8, ie in the installed position in the vertical direction on the theoretical connecting _axis A _{V theoretical} viewed off-center to the center axis A _{M of} the coupling head 8.

For the sake of simplicity, FIGS. 1 and 2 show only the most important elements of the automatic train coupling 2 in order to clarify the solution. The coupling head 8 is provided with a coupling profile 10 which has centering surfaces 11. When moving together two coupling heads 8 designed in this way, each of which is assigned to one of the rail vehicles to be connected, in particular wagons 3, these are brought together by their respective centering surfaces 11 such that their longitudinal axes A _LK , which correspond to the center axis of the coupling head A _M , and are theoretically identical in the coupled state with the theoretical connecting _axis A, are aligned. The front contour of the coupling head 8 is usually claw-shaped. In order to achieve the mechanical connection between two rail vehicles or wagons 3 to be coupled with one another, the two coupling heads 8 interlock and are in this position by a locking system, not shown in detail here, which opens when coupling, closing or uncoupling the coupling profile, secured. To transmit the tensile forces from the coupling head 8 via a hinge pin 53 to a tension spring 49, a coupling arm 48, not shown here, is provided. On this, the coupling head 8 is mounted to be longitudinally displaceable. The compression spring device 9 shown in the figure always presses the coupling head 8 into the "long" position, which corresponds to the position ready for coupling. To set the positions or positions of the coupling head 8 in the "long" or "short" positions, an automatic changeover device, not shown in the figures, is provided. In order to achieve a coupling head width that is as small as possible, the automatic pull coupling 2 is held by the support device 1 in a non-coupled state in a horizontally steered position. This position can be described by the angle between the theoretical connecting _axis A _{V theoretically of} the two rail vehicles or wagons 3 to be coupled with one another and the central axis A _{M of} the coupling head 8 in the view from above according to FIG. 2. This angle is marked with α. Both axes - the theoretical connecting axis A _{V theoretical} and the central axis A _{M of} the coupling head 8 - run through the articulation point G of the articulation of the coupling arm 48 on the rail vehicle 3.

The support device 1 designed according to the invention supports the pressure and / or weight forces introduced in the direction of the theoretical connection _axis A _{V theoretically of} the rail vehicles 3 to be coupled with one another or the center axis A _{M of} the coupling head 8, but uniformly on one side, ie in the middle of the wagon on the rail vehicle or wagon 3 . The lines of action of the forces between the articulation of the support device 1 on the coupling head 8 and on the rail vehicle or wagon 3 run in the view from above of the coupling head 8 viewed on one side with respect to the theoretical connecting _axis A _{V theoretically of} the rail vehicles 3 to be coupled with one another or the center axis A _{M of} the coupling head 8. For the uniform introduction of force into the chassis of the rail vehicle, the force is transmitted via the individual elements of the support device 1, which are coupled to one another via pivot bearing arrangements. For this purpose, in the frame base element 5, ie the bracket, a bearing device 12 is pivoted in the horizontal, ie horizontal axis in the installed position of the two rail vehicles 3 to be coupled, viewed on the individual bars 13, here the two bars 13.1 and 13.2 of the bracket. The bearing device 12 in turn has a swivel bearing device 15 in the vertical axis, ie viewed in the vertical direction in the installed position of the automatic train coupling 2, centered on the central axis A _{M of} the coupling head 8 below the articulated funnel 14 of the rail vehicle 3. This pivot bearing device 15 is used to support the centering arm 6 and enables pivoting movements in the horizontal connecting plane of the two rail vehicles 3 to be coupled to one another to the left and right, that is to say when the centering _arm 6 is projected into a plane which is theoretical and perpendicular to the theoretical connecting _axis A , which in the installed position of the automatic coupling 2 runs in the horizontal direction, can be described, a deflection around the theoretical connection _axis A _{V theoretically} in a horizontal plane. The bearing device 12 and the swivel bearing device 15 form the means for the articulation of the centering arm 6 in the frame unit 4, which is articulated at least in two axes. The articulated mounting takes place in the installation position, viewed around a horizontal and a vertical axis, the horizontal axis here being designated A _WK and arranged below the center axis A _{M of} the coupling head 8, while the vertical axis A _{V is} perpendicular to the theoretical center axis A _M runs. The centering arm 6 is coupled to the coupling head 8 via a link device 17. For this purpose, the link device 17 is connected to the centering arm 6 via at least one swivel joint 18, preferably a pivot bearing 19. When viewed in the installed position, the pivot bearing 19 is arranged in a plane aligned in the horizontal direction below the central axis A _{M of} the coupling head 8. The steering device 17 carries the automatic pull coupling 2 with a ball joint arrangement 20 in the form of a ball head. The ball joint arrangement is arranged in the end region 21 of the steering device 17 facing away from the pivot bearing 19. The coupling between the handlebar device 17 and the coupling head 8 via the ball joint arrangement 20 has a degree of freedom of 3, which means that the ball head enables spatial movement. The pivot bearing 19 and the ball joint arrangement 20 form means 56 for the articulated mounting of the centering device 23 in at least two axes on the coupling head 8. The means 56 form a second pivot bearing arrangement. The ball head 20 also has at least one cylindrical bracket 22 when viewed in the horizontal plane in the installed position. Handlebar device 17 and centering arm 6 form the so-called centering device 23, which is at least indirectly articulated in the frame unit 4 about two axes. The centering device 23 enables the automatic train coupling 2 to have a pressure stroke in the direction of the theoretical connecting _axis A _{V theoretical} with the simultaneously superimposed deflection movement in the cone area around the theoretical connecting _axis A _{V theoretical} , which corresponds to the wagon _axis and a possible torque transmission to the wagon screed, which is at least indirectly associated with the frame unit 4 is connected to perform. In order to achieve the starting position of the automatic train coupling again after the pressure stroke has taken place, means 24 are provided for the center reset. These include a directional joint 25, which is supported on the frame unit 4, in particular on the frame base element 5 in the form of the console, the support being carried out in an articulated manner. This is achieved by a suitable shape 26 on the bracket 5, which comes into operative connection with a correspondingly complementary configuration on the directional joint 25. This configuration is characterized in that the directional joint 25 has an essentially hemispherical projection 27, which is characterized by a certain radius, which corresponds to the pitch radius r _roll , and with a corresponding span. The directional joint 25 also enables a pivoting movement about two axes, a horizontal axis and a vertical axis, which are arranged parallel to the pivot axes of the centering arm in the horizontal and vertical directions. For this purpose, the directional joint 25 is guided in a longitudinal guide 28, which is arranged on the centering arm 6 and is at least indirectly coupled to it. A parallelism between directional joint 25 and centering arm 6 is thus continuously realized. For this purpose, the directional joint 25, viewed in the installed position, extends from the frame _{base element} 5 in the direction of the theoretical connection _axis A _V theoretically _away from the frame _{base element} 5. The directional joint has at least two partial elements, a first partial element 29, which is essentially L-shaped when viewed in cross section, the hemispherical projection 27 being arranged on the first leg 30 and the second leg 31 being in the direction parallel to the theoretical connecting axis A _{Theoretically,} the two rail vehicles to be coupled together extend away from the console 5. The first and second legs 30 and 31 can be plate-shaped or rod-shaped. When viewed from above in the installed position of the automatic pull coupling 2, the second sub-element 32 is preferably made perpendicular to the first sub-element 29. In the view from the right, ie viewed in the horizontal direction on the theoretical connecting _axis A _{V theoretically of} the two rail vehicles to be coupled with one another in the installed position, an angle, which is preferably not equal to 90, is provided between the first and second partial elements 29 and 32. The second sub-element 32 forms an active surface 33 on which the compression spring device 9 engages. The compression spring device 9, which, with its end region 34 on the active surface 33 in the directional joint 25, causes it to deflect to the left, ie when the coupling head is deflected away from the support device 1 about the theoretical connecting _axis A _{V theory of} the two rail vehicles to be coupled in the installed position in a view viewed from above or up or down again and again in the middle, ie the starting position is reset. The compression spring device 9 also acts with its second end region 35 at least indirectly on the control arm device 17. To compensate for the swivel angle of the compression spring device 9 when the automatic pull coupling 2, in particular the coupling head 8, is deflected, a device for compensating the swivel angle of the compression spring device 9 is provided. This includes at least one so-called cradle 37. The cradle is preferably an element 39, which forms a contact surface 38 for the second end region 35 of the spring device 9 and is articulated on the link device 17. The storage takes place via a pivot bearing device 40. The pivot bearing device 40 comprises at least one pivot bearing which is arranged on the link device 17. The pivot bearing device 40 is viewed in the installed position of the automatic train coupling 2 oriented in the horizontal direction. The pivot bearing arrangement 40 enables a pivoting movement of the cradle 37 around at least one horizontal axis in the installed position, which is preferably oriented perpendicular to the central axis A _M , ie the element 39 forming the contact surface 38 with respect to the link device 17 and the centering arm 6 and thus the centering device 23.

Ideally, the steering device 17 experiences one in the presence of a pressure stroke Pivoting movement about the pivot bearing device 15, with the handlebar device 17 coupled cradle 37, the compression spring device 9 in a corresponding manner Way is applied with compressive force and on the active surface 33 on the directional joint 25 acts. About the formation 26 on the console 5 or the hemispherical Projection 27 on the directional joint produces a corresponding restoring force for the coupling head 8.

When deflected in the installed position viewed in the vertical direction, in particular when deflected upwards or downwards, the centering device 23 undergoes a pivoting movement about the horizontal axis A _LK , which corresponds to the longitudinal axis of the mounting of the bearing device 12. The coupling of the ball head 20 to the coupling head 8 causes the steering device 17 to perform a pivoting movement which, when the coupling head 8 is deflected in the vertical direction in the installed position, takes place in a direction away from the frame base element 5 in the form of the console, while in the vertical direction when deflection occurs Direction downwards, the handlebar device 17 experiences a pivoting movement in the direction of the frame base element 5 in the form of the console. The compression spring device 9 is acted upon in a corresponding manner via the cradle 37. The deflection is counteracted in turn by the directional joint 25, which causes the corresponding return movement due to its mounting in the frame base element 5 in the form of the console. In analogy, this version also applies to the deflection in a view in the installation position, viewed from above, in the horizontal direction around the theoretical connection _axis A _{V theoretical} . In this case, the centering device 23 experiences a deflection about the vertical axis, which is realized by the pivot bearing device 15 for mounting the centering arm 6 in the bearing device 12. The directional joint here again creates a parallelism for the contact or active surfaces of the compression spring device 9. In analogy, these statements also apply to the superimposition of the individual movements, ie the simultaneous occurrence of a deflection movement of the coupling head 8 in the horizontal and vertical directions.

The support device 1 designed according to the invention has only one compression spring device 9. This is assigned to the coupling head 8 on the side in an area which, viewed in the installed position, is limited by the central axis A _{M of} the coupling head 8 and extends in the direction of the side 41 of the coupling head 8, the side 41 corresponding to the side which extends from points the coupling head 8 to be coupled coupling head of the other required coupling. The arrangement of the compression spring device 9 is not limited by the side surface 41, but there is the possibility that the compression spring device 9 extends beyond this side surface. Since the center axis of the coupling head A _M does not correspond to the theoretical connection _axis A _{V theoretically of} the rail vehicles to be coupled to one another in the prestressed state of the automatic pull coupling 2, the area of the arrangement of the compression spring is preferably not by the center axis A _{M of} the coupling head 8 but by the theoretical connection axis A _{V theoretically} limited. In the installed position in the rail vehicle, the compression spring device 9 is thus arranged in the area between the center axis of the coupling head A _M and the side buffers arranged on the rail vehicle. The further elements of the support device are preferably also arranged in this area, with at least the centering device 23 being limited in terms of its arrangement by the area just described for the compression spring device. In this case, only the frame unit 5 is designed symmetrically with respect to the theoretical connecting axis between the rail vehicles to be coupled in a view in the installed position of the automatic train coupling viewed from above. However, an asymmetrical design is also conceivable. Furthermore, there is the possibility, with a corresponding design, that the centering _device also extends beyond the theoretical connection _axis A _V theoretical, that is, with regard to its design with regard to the outer contours, not through the area between the connection _axis A _{V theoretical} and the side buffer on the rail vehicle on the other to coupling automatic train coupling away extending side of the coupling head 8 is determined.

The support device shown in Figure 1 is for supporting the pressure and Weight forces or to reset the coupling head 8 or the automatic Pull coupling 2 of various designs suitable in the middle position. The Solution of the execution of the support device according to the invention is thus not on a specific design of the automatic train coupling 1 limited. The automatic Train coupling 2 is, for example, next to the modules Coupling head 8, coupling arm 48 from a locking system and an automatic changeover, at least one actuation system for the automatic changeover and Locking system, an air coupling for the main air line and / or a mixed pull coupling and / or a mixed air clutch. This basic version can can also be supplemented by other modules. As these assemblies can, for example, an air coupling for the main air tank line and be considered an electric clutch.

In a particularly advantageous embodiment, the automatic train coupling comprises 2 at least one damping device 50, which with the coupling head 8 on the one hand and the rail vehicle 3 assigned to the coupling head 8 on the other hand, is at least indirectly connectable. By providing a damping device 50 can the vibrations, which are due to tolerances in the connection between the rail vehicle or the individual wagon and the automatic train coupling 2 or the side buffer as well as the individual elements the automatic train coupling 2 arise in a simple manner be controlled in a controllable manner. The damping device is on train and Can be subjected to pressure. The damping forces are via the support device 1 evenly. The support device 1 is constructed such that despite one-sided arrangement of the damping device, the damping forces in the Rail vehicle center can be initiated. The stroke and the deflection angle of the automatic Train coupling are not limited with the damper arrangement.

The damper assembly 50 includes a shock absorber 50.1, under one Shock absorber is a device for damping mechanical vibrations is understood. This can be done differently. Usually will however, hydraulic shock absorbers, in which the vibration unit each by friction a liquid is converted into heat. Preferably, the Shock absorber 50.1 designed as a so-called telescopic vibration damper. This Telescopic vibration dampers can be used, for example, as 2-pipe dampers or 1-pipe dampers be designed. These consist essentially of one Working cylinder 51, in which a working piston 52, which one, here in detail Piston rod, not shown, with the rail vehicle or wagon connected, can slide up and down. The damper assembly 50, especially the Shock absorbers 50.1 are at least indirectly via the coupling head 8 Handlebar device 17 connected and are supported at least indirectly on the rail vehicle or wagon 3. The support on the rail vehicle or wagon 3 takes place via the centering arm 6. Since the coupling head 8 are those already described Experience deflections according to the double arrows can, and for this purpose is rotatably supported by a hinge pin 51, the shock absorber arrangement 50, in particular the shock absorber 50.1, is assigned means, which also a deflection of the individual shock absorbers in a corresponding Allow wise. In the simplest case, the means comprise swivel joints, which the coupling between coupling head 8 or handlebar device 17 and shock absorber arrangement 50 and rail vehicle or wagon 3 and shock absorber arrangement Allow 50. These swivel joints are designated here with 54 and 55, wherein the pivot 55 of the attachment of the shock absorber device to the handlebar device 17 serves and preferably folds together with the pivot bearing device 40, or is formed by this, while the pivot 54 of the pivotable mounting of the shock absorber 50.1 on the centering arm 6 is used.

Due to the necessity of driving on bends and thus swiveling the coupling head 8, these swivel bends are also from the shock absorber assembly 50.1 to be carried out. This is via the swivel mounting of the centering arm 6 realized in the bearing device 12.

The shock absorber arrangement 50.1, in particular the damping cylinder 51, which is pivotably mounted between the centering arm 6 and the link device 17, can introduce damping forces in the direction of compression and tension into the corresponding mounting on the console 5. The damping cylinder is preferably enclosed by the compression spring device 9. The arrangement of the damping cylinder is also preferably carried out _{eccentrically} to the connecting _axis A _{V theoretically of} the rail vehicles to be coupled with one another. Due to the design of the support device and the integration of the shock absorber arrangement 50.1, the compressive and tensile forces in the theoretical connection _axis A are theoretically _transmitted from the ball head 20 in the automatic pull coupling 2 to the frame unit 5 due to the joint arrangement of the individual elements of the support device. The shock absorber 50.1 can be constantly filled with pressure medium, in particular hydraulic oil, and acted upon. However, it is also conceivable, as schematically simplified in FIGS. 1 and 2, to provide means 42 for controlling, in particular optionally providing the damping effect. In this case, the shock absorber 50.1 is switched on with a certain damping force, for example due to a corresponding position of the clutch — “long” or “short” - with regard to its effect. If the damping force is not required, the shock absorber 50.1 is not pressurized. For this purpose, the means 42 comprise, for example, a pressure medium circuit 43, which can be designed as an open or closed circuit and has at least one inlet 44 to the shock absorber 50.1 and an outlet 45, a bypass line 46, a valve device 47 and / or a shut-off device. The latter two options can be used alternatively or in combination. In the event that the damping force is not required, the pressure medium in the bypass line 46 is conducted with the valve device 47 open, ie the cylinder piston device 48 of the shock absorber 50.1 formed from the working cylinder 51 and the piston 52 is not acted upon by pressure medium. In order to realize the damping effect, the bypass line 46 is then blocked so that the pressure medium of the cylinder / piston device 48 of the shock absorber 50.1 is acted upon. The valve device 47 is preferably designed as a control valve. By means of the bypass arrangement 46 with the control valve 47, a damping force can then be switched on and off with control forces if required. This makes it possible to set up comparatively small coupling forces when coupling, which do not lift the wagon off the rail when cornering. However, once the coupling process has been completed, the damping effect can be switched on in order to reduce the possible axial vibrations of two automatic train couplings coupled to one another.

Reference list

1

Support device

2nd

automatic coupling

3rd

wagon

4th

Frame unit

5

Basic frame element

6

Centering arm

7

Means for transmitting a pushing force and / or weight of the k-es via the centering arm on the chassis

8th

Coupling head

9

Compression spring device

10th

Coupling profile

11

Centering surfaces

12th

Storage device

13, 13.1, 13.2

Spars

14

Hinged funnel

15

Swivel bearing device

16

Means for articulated mounting of the centering arm in two axes in the frame unit, first pivot bearing arrangement

17th

Handlebar device

18th

Swivel

19th

Swivel bearing

20th

Ball joint arrangement, ball head

21

Handlebar end area

22

cylindrical boom

23

Centering device

24th

Middle reserve funds

25th

Directional joint

26

Molding

27

hemispherical projection

28

Longitudinal guidance

29

first sub-element

30th

first leg

31

second leg

32

second sub-element

33

Effective area

34

first end area of the compression spring

35

second end area of the compression spring

36

Device for compensating the swivel angle of the compression spring device

37

Cradle

38

Contact surface

39

element

40

Swivel bearing device

41

page

42

Means for optionally providing a damping effect

43

Pressure medium circuit

44

Intake

45

procedure

46

bypass

47

Valve device

48

Clutch arm

50

Damping device

50.1

Shock absorber arrangement

51

Working cylinder

52

Piston

53

Hinge pin

54

Swivel

55

Swivel

56

Means for articulated mounting of the centering device in at least two Axles on the coupling head, second swivel bearing arrangement

57

Compression spring

G

Hinge axis

A _Theoretical -

theoretical connection axis of the to be coupled Rail vehicles

A _M

Center axis of the coupling head

A _LK

Longitudinal axis

A _WK

horizontal axis

A _V

vertical axis

r _rolling

Pitch radius

α

Angle between the theoretical connection _axis A _{V theoretical} and the central axis A _M

Claims (25)

Support device (1) of an automatic train coupling (2) for rail vehicles, in particular for a coupling head (8) of the automatic train coupling (2); 1.1 with a frame unit (4) which can be coupled to the rail vehicle (3); 1.2 with a centering device (23) mounted in the frame unit (4), comprising a centering arm (6); 1.3 with means for transmitting at least the pressure and / or weight forces of the coupling head (8) via the centering arm (6) to the chassis of the rail vehicle;
characterized by the following features: 1.4 the means for transmitting at least the pressure and / or weight forces of the coupling head (8) to the chassis of the rail vehicle only comprise a compression spring device (9), which is supported at least indirectly on the coupling head (8) and the centering arm (6), and in each case a pivot bearing arrangement (56, 16) between the coupling head (8) and centering arm (6) and centering arm (6) and chassis of the rail vehicle; 1.5 the compression spring device (9) is arranged eccentrically in the installed position in a view from above with respect to the central axis A _{M of} the coupling head (8). Support device (1) according to claim 1, characterized in that the compression spring device (9), viewed in the installed position in the horizontal direction, is arranged below the central axis A _{M of} the coupling head (8). Support device (1) according to one of Claims 1 to 2, characterized in that that the coupling head (8) pointing away from the coupling area Page is assigned. Support device (1) according to claim 3, characterized in that it is arranged in an area which, viewed in the vertical planes in the installed position, is limited by the central axis A _M and the arrangement of a side buffer on the rail vehicle (3). Support device (1) according to one of claims 1 to 4, characterized by the following features: 5.1 the frame unit (4) comprises at least one frame base element (5) which can be at least indirectly attached to the rail vehicle; 5.2 the first pivot bearing arrangement between the centering arm (6) and the chassis of the rail vehicle is formed by means (16) for the articulated mounting of the centering arm (6) in two axes - a horizontal and a vertical axis in the installed position, in the frame unit (4). Support device (1) according to claim 5, characterized by the following features: 6.1 the means (16) for the articulated mounting of the centering arm (6) in two axes comprise a bearing device (12) which is pivotally mounted about a horizontal axis (A _WK ) in the frame base element (5); 6.2 the bearing device (12) comprises a pivot bearing device (15) in which the centering arm (6) is mounted about a vertical axis. Support device (1) according to one of Claims 1 to 6, characterized in that that the second pivot bearing arrangement (56) between the centering arm (6) and coupling head (8) of means (56) for the articulated mounting of the centering device (23) formed in at least two axes on the coupling head (8) becomes. Support device (1) according to claim 7, characterized by the following features: 8.1 the means (56) comprise a handlebar device (17) comprising a handlebar which is connected in the region of its one end to the centering arm (6) so as to be pivotable about an axis running horizontally when viewed in the installed position; 8.2 the handlebar has in the area of its other end a ball joint (20) which engages with the coupling head (8) and enables a spatial relative movement between the two elements. Support device (1) according to one of claims 1 to 8, characterized by the following features: 9.1 the handlebar device (17) forms a first support surface for the compression spring device (9) in the area of its connecting surface between the coupling head (8) and centering arm (6), which is formed between the pivotable articulation of the steering device on the centering arm and the connection via the ball head on the coupling head ); 9.2 the second support surface for the compression spring device (9) is formed at least indirectly by the centering arm (6). Support device (1) according to claim 9, characterized in that the second support surface of one, with the centering arm (6) in the horizontal direction positively guided and in the frame unit (4) articulated right-angle joint (25) is formed. Support device (1) according to claim 10, characterized by the following features: 11.1 the directional joint (25) comprises two sub-elements (29, 31) - a first L-shaped sub-element, viewed essentially in cross-section, and a second sub-element, 11.2 at least one hemispherical joint (27) is arranged on a first leg (30) of the first sub-element (29), which comes into operative connection with a correspondingly complementary design in the form of a shape (26) on the frame unit (4); 11.3 the second leg (31) of the first sub-element (29) extends in the installed position substantially in a direction parallel to the central axis A _M; 11.4 viewed from above in the installed position of the automatic pull coupling (2), the second partial element (32) is perpendicular to the first partial element (29) and forms the second support surface (33) for the compression spring device (9); 11.5 the second leg (31) of the first partial element (29) is guided longitudinally on the centering arm (6). Support device (1) according to one of Claims 1 to 12, characterized in that that a device for compensating the pivot angle of the Compression spring device (9) is provided. Support device according to claim 12, characterized by the following features: 13.1 the device for compensating the pivoting angle of the compression spring device (9) comprises at least one element (39) forming a contact surface (38) for the second end region (35) of the spring device (9), which is articulated on the link device (17); 13.2 the storage takes place via a swivel bearing device (40). Support device (1) according to one of Claims 1 to 13, characterized in that that the compression spring device (9) only one compression spring (57) includes. Support device (1) according to one of Claims 1 to 14, characterized in that that a damping device (50.1) in the form of a liquid damper arrangement, comprising a shock absorber arrangement (50) which is at least indirectly with the coupling head (8) and Frame unit (4) is coupled. Support device (1) according to claim 15, characterized in that the Shock absorber articulated on the handlebar device (17) and second sub-element (32) of the directional joint (25) is mounted. Support device according to one of claims 15 or 16, claim 1, characterized characterized in that the single shock absorber as a telescopic damper is executed. Support device (1) according to one of Claims 15 to 17, characterized in that that the shock absorber assembly (50) means for optional provision are assigned to the damping effect (42). Support device (1) according to claim 18, characterized by the following features: 19.1 the means (42) comprise at least one pressure medium supply system (43) assigned to the shock absorber arrangement (50); 19.2 the pressure medium supply system (43) comprises at least one inlet (44) and one outlet (45) for the shock absorber and means for optionally applying pressure medium to the shock absorber arrangement. Support device (1) according to claim 19, characterized in that the Means for optionally loading the shock absorber arrangement (50) with Pressure medium comprise a bypass line (46). Support device (1) according to claim 19, characterized by the following features: 21.1 the pressure medium supply system (43) is designed as an open circuit; 21.2 the means for selectively loading the shock absorber arrangement include an operating medium feed pump arranged in the inlet (44) and a shut-off or valve device arranged in the outlet (45). Automatic train coupling for rail vehicles with a support device (1) according to one of claims 1 to 21. Automatic train coupling according to claim 22, characterized by the following features: 23.1 with a locking system for closing and opening the profiles of the two coupling heads to be coupled together, each of which is assigned to a rail vehicle, in particular a wagon; 23.2 an automatic changeover for realizing two functional positions of a coupling arm "long" or "short"; 23.3 with at least one actuation system for the automatic changeover and the locking system; 23.4 an air coupling for the main air line and / or 23.5 a mixed train coupling and / or 23.6 a mixed air clutch. Automatic train coupling according to claim 16 or 17, characterized by the following features: 24.1 with an air coupling for the main air tank line and 24.2 with an electric clutch. Rail vehicle with an automatic train coupling according to one of the Claims 15 to 24.

Images