EP1070645A1 - Dispositif de support pour autocoupleur pour véhicules sur rails - Google Patents

Dispositif de support pour autocoupleur pour véhicules sur rails Download PDF

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Publication number
EP1070645A1
EP1070645A1 EP00114159A EP00114159A EP1070645A1 EP 1070645 A1 EP1070645 A1 EP 1070645A1 EP 00114159 A EP00114159 A EP 00114159A EP 00114159 A EP00114159 A EP 00114159A EP 1070645 A1 EP1070645 A1 EP 1070645A1
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EP
European Patent Office
Prior art keywords
coupling
support device
coupling head
centering arm
compression spring
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
EP00114159A
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German (de)
English (en)
Other versions
EP1070645B1 (fr
Inventor
Othmar Czink
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.)
Knorr Bremse AG
Knorr Bremse Systeme fuer Schienenfahrzeuge GmbH
Original Assignee
Knorr Bremse AG
Knorr Bremse Systeme fuer Schienenfahrzeuge GmbH
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
Application filed by Knorr Bremse AG, Knorr Bremse Systeme fuer Schienenfahrzeuge GmbH filed Critical Knorr Bremse AG
Publication of EP1070645A1 publication Critical patent/EP1070645A1/fr
Application granted granted Critical
Publication of EP1070645B1 publication Critical patent/EP1070645B1/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
    • B61G7/00—Details or accessories
    • B61G7/08—Adjustable coupling heads

Definitions

  • 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.
  • 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.
  • 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.
  • a mixed pull coupling can also be used, which as a second clutch system in the automatic train coupling is integrated.
  • 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.
  • pre-compression springs which the pre-compression and weight from Transfer the coupling head to the chassis of the vehicle via a centering arm.
  • 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 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.
  • 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.
  • the support device designed according to the invention 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • the coupling head is for that mounted longitudinally on a coupling arm.
  • 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.
  • 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.
  • Each shock absorber can be used continuously or only if required with one Pressure medium, especially hydraulic oil can be applied.
  • Fall can the telescopic vibration damping device without additional modification Find use.
  • the cylinder / piston unit Means for optional control, in particular optional provision of the Damping effect assigned.
  • 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.
  • 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.
  • 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.
  • 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 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • the coupling head 8 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.
  • 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.
  • a locking system not shown in detail here
  • a coupling arm 48 to transmit the tensile forces from the coupling head 8 via a hinge pin 53 to a tension spring 49.
  • 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.
  • an automatic changeover device 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 ⁇ .
  • 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.
  • 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.
  • the link device 17 is connected to the centering arm 6 via at least one swivel joint 18, preferably a pivot bearing 19.
  • 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.
  • means 24 are provided for the center reset.
  • 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.
  • 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.
  • 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.
  • 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
  • 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.
  • the second sub-element 32 is preferably made perpendicular to the first sub-element 29.
  • 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.
  • 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.
  • 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.
  • 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.
  • the centering device 23 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.
  • 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 .
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • an asymmetrical design is also conceivable.
  • 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.
  • these assemblies can, for example, an air coupling for the main air tank line and be considered an electric clutch.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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 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.
  • 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.
  • 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.
  • the damping effect can be switched on in order to reduce the possible axial vibrations of two automatic train couplings coupled to one another.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Harvester Elements (AREA)
  • Vibration Prevention Devices (AREA)
  • Automatic Cycles, And Cycles In General (AREA)
  • Platform Screen Doors And Railroad Systems (AREA)
EP00114159A 1999-07-20 2000-07-12 Dispositif de support pour autocoupleur pour véhicules sur rails Expired - Lifetime EP1070645B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE19933996 1999-07-20
DE19933996 1999-07-20

Publications (2)

Publication Number Publication Date
EP1070645A1 true EP1070645A1 (fr) 2001-01-24
EP1070645B1 EP1070645B1 (fr) 2004-03-31

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Family Applications (1)

Application Number Title Priority Date Filing Date
EP00114159A Expired - Lifetime EP1070645B1 (fr) 1999-07-20 2000-07-12 Dispositif de support pour autocoupleur pour véhicules sur rails

Country Status (4)

Country Link
EP (1) EP1070645B1 (fr)
AT (1) ATE263051T1 (fr)
DE (4) DE19947829A1 (fr)
SE (1) SE1070645T5 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP2562062A1 (fr) * 2011-08-23 2013-02-27 Voith Patent GmbH Dispositif de soutien pour le soutien vertical d'une tige d'embrayage articulée sur la sous-structure d'un châssis d'un véhicule sur rail

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CN104121316B (zh) * 2014-06-17 2017-08-25 安庆市昕臆汽车配件有限公司 一种减震器

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CH437410A (de) * 1966-09-21 1967-06-15 Ringfeder Gmbh Vorrichtung zur Abstützung und Mittenrückstellung von Kuppelkopf und Kuppelarm bei Mittelpufferkupplungen
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FR1479215A (fr) * 1964-04-07 1967-05-05 Boirault App Perfectionnements aux attelages automatiques du type rigide pour véhicules de chemins de fer
DE6605689U (de) * 1966-01-11 1970-06-25 Ringfeder Gmbh Abstuetzvorrichtung fuer mittelpufferkupplunggen von schienenfahrzeugen
CH437410A (de) * 1966-09-21 1967-06-15 Ringfeder Gmbh Vorrichtung zur Abstützung und Mittenrückstellung von Kuppelkopf und Kuppelarm bei Mittelpufferkupplungen
DE1903316A1 (de) * 1969-01-23 1970-07-30 Knorr Bremse Kg Vorrichtung zur Mittenrueckstellung von Mittelpufferkupplungen von Schienenfahrzeugen

Cited By (2)

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Publication number Priority date Publication date Assignee Title
EP2562062A1 (fr) * 2011-08-23 2013-02-27 Voith Patent GmbH Dispositif de soutien pour le soutien vertical d'une tige d'embrayage articulée sur la sous-structure d'un châssis d'un véhicule sur rail
US8534475B2 (en) 2011-08-23 2013-09-17 Voith Patent Gmbh Supporting device for vertically supporting a coupling rod articulated to the car body underframe of a rail-borne vehicle

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SE1070645T5 (sv) 2004-07-13
ATE263051T1 (de) 2004-04-15
DE19947828A1 (de) 2001-02-01
DE50005856D1 (de) 2004-05-06
SE1070645T3 (sv) 2004-04-20
EP1070645B1 (fr) 2004-03-31
DE50005303D1 (de) 2004-03-25
DE19947829A1 (de) 2001-02-01

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