EP1169206A1 - Coupling device for railway coaches - Google Patents

Coupling device for railway coaches

Info

Publication number
EP1169206A1
EP1169206A1 EP00922699A EP00922699A EP1169206A1 EP 1169206 A1 EP1169206 A1 EP 1169206A1 EP 00922699 A EP00922699 A EP 00922699A EP 00922699 A EP00922699 A EP 00922699A EP 1169206 A1 EP1169206 A1 EP 1169206A1
Authority
EP
European Patent Office
Prior art keywords
drawbar
nut
damping
plates
ball joint
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
EP00922699A
Other languages
German (de)
French (fr)
Other versions
EP1169206B1 (en
Inventor
Alain Lovambac
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.)
Compagnie Internationale de Maintenance SA
Original Assignee
Compagnie Internationale de Maintenance SA
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 Compagnie Internationale de Maintenance SA filed Critical Compagnie Internationale de Maintenance SA
Publication of EP1169206A1 publication Critical patent/EP1169206A1/en
Application granted granted Critical
Publication of EP1169206B1 publication Critical patent/EP1169206B1/en
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
    • B61G5/00—Couplings for special purposes not otherwise provided for
    • B61G5/02—Couplings for special purposes not otherwise provided for for coupling articulated trains, locomotives and tenders or the bogies of a vehicle; Coupling by means of a single coupling bar; Couplings preventing or limiting relative lateral movement of vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
    • B61G9/00—Draw-gear
    • B61G9/04—Draw-gear combined with buffing appliances

Definitions

  • Coupling device for railway wagons Coupling device for railway wagons.
  • the present invention relates to a coupling device for railway wagons, comprising a drawbar, the two ends of which are connected by ball joint to the chassis of two successive wagons.
  • Such coupling devices are used to couple several "permanently" wagons, that is to say without the possibility of instantaneous uncoupling, in the form of a so-called “coupon” train.
  • This is a rail transport mode which can be used for example for the transport of motor vehicles, for example trucks, tractors, trailers, but also other goods, transport by "coupons” allowing in particular to benefit from preferential rates.
  • the present invention relates to a coupling device for railway wagons which, while being simple and reliable in structure, benefits from a damping effect and an elastic return effect.
  • the drawbar On the coupling device according to the invention for railway wagons, comprising a drawbar, the two of which ends are connected in a ball joint to the chassis of two successive wagons, the drawbar comprises, at each end, a nut serving as a bowl for the ball joint of a draw rod extending the drawbar and passing through a damping device which is mounted in the chassis of a wagon and comprises, on the side of the drawbar, a first thrust plate bearing against said nut, so that any misalignment of the draw rod relative to the drawbar , by means of the nut, compression of the damping device and, in return, an elastic return effect in the direction of a realignment of the draw rod with the drawbar.
  • said nut is an element attached to the drawbar.
  • the nut which, in contact with the ball of the draw rod, transmits the traction forces of this rod to the drawbar while allowing the orientation of the ball draw rod relative to the bar can be made from a material more resistant, in particular to wear, than the drawbar which only transmits tensile and compressive forces.
  • said nut can be removably fixed to the drawbar, for example by a dowel or a similar removable fixing device.
  • the nut is flared towards the first push plate which is associated with it.
  • the nut can advantageously be chamfered or curved at its end turned towards said plate.
  • the damping device may also include a second push plate on the side remote from the drawbar.
  • the chassis of the wagon can then comprise, to receive the damping device, a housing comprising two opposite axial stops, one for the support of the first thrust plate when the coupling device is stressed in traction and the other for the support of the second push plate when the device is urged to push.
  • the nature of the damping device depends on the effect damping and elastic return effect sought. It has been found that, for the coupling device which is the subject of the invention, the damping device can advantageously comprise a stack of damping elements compressed between the two thrust plates.
  • These elastic damping elements can, for example, comprise metal plates bearing on one face at least protuberances made of elastic material, for example rubber, preferably protuberances with converging oblique sides.
  • the first push plate in contact with the nut comprises means for guiding it on the pull rod, preventing this plate from assuming an oblique position relative to the pull rod when it is biased unilaterally by the nut in misalignment of the draw rod and the drawbar.
  • FIG. 1 is a top view, partially in section, of a coupling device according to the invention.
  • FIG. 1 is a side view, partially in section, of the device of Figure 1;
  • FIG. 3 shows the device according to Figure 1, in the position of maximum horizontal misalignment
  • FIG. 4 shows the device according to Figure 2, in the position of maximum vertical misalignment.
  • the coupling device as illustrated intended for the coupling of two railway wagons of which only a part of the chassis 1 is visible in the figures, comprises a drawbar 2 made up, as shown in Figures 2 and 4, by a tubular body 3 at each end of which is fixed a nut 4 in the form of a sleeve.
  • One end of the nut 4 is fitted onto the end of the bar body 3 and is made integral with the latter by a transverse pin 5 locked in position, for example using several screws 6 and screw brakes.
  • the nut 4 is flared and is chamfered or curved or chamfered (at 7) on its end face. In the direction of this end, the nut 4 has internally an annular bearing surface 8 in the form of spherical segment.
  • the bearing surface 8 of the nut 4 serves as a bowl for the spherical head or ball joint 9 of a pull rod 10 which extends in the extension of the bar 2 through a damping device 1 1 mounted in a housing 12 of the chassis 1.
  • the damping device 1 1 comprises a first thrust plate 13 and a second thrust plate 14 between which there is a stack of damping elements 15.
  • the damping elements 15 are constituted by metal plates bearing on one side or on both sides of the rubber protuberances, the oblique sides of which converge.
  • damping elements are well known in the art for the construction of damping devices used, for example, for buffers in the railway field.
  • the damping device 1 1 comprising the thrust plates 13, 14 and the damping elements 15 is kept assembled, the plate 14 being pressed against the end surface 7 of the nut 4, by a nut 16 screwed and immobilized, for example by a pin on the free end of the pull rod 10 so that the damping elements 15 are compressed and the two plates 13 and 14 bear against two axial stops 17 and 18 of the housing 12.
  • the push plate 13 has, on the side facing the push plate 14, a cylindrical end piece 19 ensuring its guidance on the pull rod 10, that is to say preventing the plate 13 from put sideways when it is biased obliquely by the nut 4, in the event of misalignment, as described in more detail below.
  • the tensile forces between the two wagons coupled using the coupling device according to the invention are transmitted, on a wagon, from the stop 17 by the thrust plate 13, the damping elements 15, the plate thrust 14, the nut 16, the draw rod 10, the ball joint 9, the nut 4 and the pin 5 to the body 3 of the drawbar 2 and, on the other wagon of the body 3, in the opposite direction by the same elements, at the stop 17.
  • the ratio of the energy destroyed by the energy returned in the form of elastic return energy is variable depending on the nature of the elements of the accumulator devices, but in all cases, the energy returned in the form of energy elastic return contributes to keeping the wagons in line.
  • the removable connection between the nuts 4 and the tubular body 3 of the drawbar 2 could be replaced by a non-removable connection, for example a welded connection made to the assembly of the device, after fitting the ball joints 9 of the draw rods 10 between the body 3 of the drawbar 2 and the nuts 4.

Abstract

The invention concerns a coupling device for railway coaches, comprising a coupling rod whereof the two ends are linked by a ball joint to the underframe of two successive coaches to be coupled. The coupling rod (2) comprises, at each end a hinge yoke (4) acting as cup for the ball joint (9) of a drawbar (10) extending the coupling rod and passing through a shock-absorber device (11) mounted on the underframe (1) of a coach and includes, on the side of the coupling rod, a first push plate (13) in contact with said hinge yoke (4), such that any misalignment of drawbar and the coupling rod causes, via the hinge yoke, a compression of the shock absorber device, and in response, an elastic return effect in the direction realigning the drawbar with the coupling rod.

Description

Dispositif d'accouplement pour wagons de chemins de fer. Coupling device for railway wagons.
La présente invention se rapporte à un dispositif d'accouplement pour des wagons de chemins de fer, comprenant une barre d'attelage dont les deux extrémités sont reliées à rotule aux châssis de deux wagons successifs. De tels dispositifs d'accouplement sont utilisés pour atteler plusieurs wagons "à demeure", c'est-à-dire sans possibilité de désaccouplement instantané, sous la forme d'une rame dite "coupon". Il s'agit là d'un mode de transport ferroviaire qui peut être utilisé par exemple pour le transport de véhicules automobiles, par exemple de camions, tracteurs, remorques, mais également d'autres marchandises, le transport par "coupons" permettant en particulier de bénéficier de tarifs préférentiels.The present invention relates to a coupling device for railway wagons, comprising a drawbar, the two ends of which are connected by ball joint to the chassis of two successive wagons. Such coupling devices are used to couple several "permanently" wagons, that is to say without the possibility of instantaneous uncoupling, in the form of a so-called "coupon" train. This is a rail transport mode which can be used for example for the transport of motor vehicles, for example trucks, tractors, trailers, but also other goods, transport by "coupons" allowing in particular to benefit from preferential rates.
On connaît par exemple par la demande de brevet FR-A-2 749 252, un dispositif d'accouplement sur lequel la barre d'attelage est directement reliée à rotule aux châssis des wagons. Ce dispositif de structure particulièrement simple est dépourvu de tout effet d'amortissement et de tout effet de rappel élastique en cas de désalignement des wagons. Or, pour maintenir les wagons bien en ligne, il serait désirable de pouvoir disposer, au niveau du dispositif d'accouplement, d'un effet de rappel élastique.For example, from patent application FR-A-2 749 252, a coupling device is known on which the drawbar is directly connected to the chassis of the wagons. This particularly simple structure device is devoid of any damping effect and of any elastic return effect in the event of wagons being misaligned. However, to keep the wagons well in line, it would be desirable to be able to have, at the coupling device, an elastic return effect.
La présente invention vise un dispositif d'accouplement pour wagons de chemins de fer qui, tout en étant de structure simple et fiable, bénéficie d'un effet d'amortissement et d'un effet de rappel élastique.The present invention relates to a coupling device for railway wagons which, while being simple and reliable in structure, benefits from a damping effect and an elastic return effect.
Sur le dispositif d'accouplement conforme à l'invention pour wagons de chemins de fer, comprenant une barre d'attelage dont les deux extrémités sont reliées à rotule aux châssis de deux wagons successifs, la barre d'attelage comprend, à chaque extrémité, une noix servant de cuvette à la rotule d'une tige de traction prolongeant la barre d'attelage et traversant un dispositif amortisseur qui est monté dans le châssis d'un wagon et comporte, du côté de la barre d'attelage, une première plaque de poussée en appui contre ladite noix, de manière que tout désalignement de la tige de traction par rapport à la barre d'attelage provoque, par l'intermédiaire de la noix, une compression du dispositif amortisseur et, en retour, un effet de rappel élastique dans le sens d'un réalignement de la tige de traction avec la barre d'attelage.On the coupling device according to the invention for railway wagons, comprising a drawbar, the two of which ends are connected in a ball joint to the chassis of two successive wagons, the drawbar comprises, at each end, a nut serving as a bowl for the ball joint of a draw rod extending the drawbar and passing through a damping device which is mounted in the chassis of a wagon and comprises, on the side of the drawbar, a first thrust plate bearing against said nut, so that any misalignment of the draw rod relative to the drawbar , by means of the nut, compression of the damping device and, in return, an elastic return effect in the direction of a realignment of the draw rod with the drawbar.
De préférence, ladite noix est un élément rapporté sur la barre d'attelage. Ainsi, la noix qui, en contact avec la rotule de la tige de traction, transmet les efforts de traction de cette tige à la barre d'attelage tout en permettant l'orientation de la tige de traction à rotule par rapport à la barre, peut être réalisée à partir d'un matériau plus résistant, en particulier à l'usure, que la barre d'attelage qui ne fait que transmettre des efforts de traction et de compression.Preferably, said nut is an element attached to the drawbar. Thus, the nut which, in contact with the ball of the draw rod, transmits the traction forces of this rod to the drawbar while allowing the orientation of the ball draw rod relative to the bar, can be made from a material more resistant, in particular to wear, than the drawbar which only transmits tensile and compressive forces.
De préférence, ladite noix peut être fixée de façon amovible à la barre d'attelage, par exemple par une cheville ou un dispositif de fixation amovible analogue.Preferably, said nut can be removably fixed to the drawbar, for example by a dowel or a similar removable fixing device.
De préférence, la noix est évasée en direction de la première plaque de poussée qui lui est associée. Plus le diamètre de la noix est important à cet endroit, et plus la noix comprime le dispositif amortisseur en cas de désalignement de la tige de traction et de la barre d'attelage. Pour améliorer le contact de la noix avec la première plaque de poussée, la noix peut être avantageusement chanfreinée ou bombée à son extrémité tournée vers ladite plaque.Preferably, the nut is flared towards the first push plate which is associated with it. The larger the diameter of the nut at this point, the more the nut compresses the damping device in the event of misalignment of the draw rod and the drawbar. To improve the contact of the nut with the first pushing plate, the nut can advantageously be chamfered or curved at its end turned towards said plate.
Le dispositif amortisseur peut comprendre également une seconde plaque de poussée sur le côté éloigné de la barre d'attelage. Le châssis du wagon peut alors comprendre, pour recevoir le dispositif amortisseur, un logement comportant deux butées axiales opposées, l'une pour l'appui de la première plaque de poussée lorsque le dispositif d'accouplement est sollicité en traction et l'autre pour l'appui de la seconde plaque de poussée lorsque le dispositif est sollicité en poussée. La nature du dispositif amortisseur est fonction de l'effet d'amortissement et de l'effet de rappel élastique recherchés. Il s'est avéré que, pour le dispositif d'accouplement objet de l'invention, le dispositif amortisseur peut avantageusement comprendre un empilement d'éléments amortisseurs comprimés entre les deux plaques de poussée. Ces éléments amortisseurs élastiques peuvent, par exemple, comprendre des plaques métalliques portant sur une face au moins des protubérances en matière élastique, par exemple en caoutchouc, de préférence des protubérances à flancs obliques convergeants.The damping device may also include a second push plate on the side remote from the drawbar. The chassis of the wagon can then comprise, to receive the damping device, a housing comprising two opposite axial stops, one for the support of the first thrust plate when the coupling device is stressed in traction and the other for the support of the second push plate when the device is urged to push. The nature of the damping device depends on the effect damping and elastic return effect sought. It has been found that, for the coupling device which is the subject of the invention, the damping device can advantageously comprise a stack of damping elements compressed between the two thrust plates. These elastic damping elements can, for example, comprise metal plates bearing on one face at least protuberances made of elastic material, for example rubber, preferably protuberances with converging oblique sides.
De préférence, la première plaque de poussée en contact avec la noix comprend des moyens pour son guidage sur la tige de traction, empêchant cette plaque de prendre une position oblique par rapport à la tige de traction lorsqu'elle est sollicitée unilatéralement par la noix en cas de désalignement de la tige de traction et de la barre d'attelage.Preferably, the first push plate in contact with the nut comprises means for guiding it on the pull rod, preventing this plate from assuming an oblique position relative to the pull rod when it is biased unilaterally by the nut in misalignment of the draw rod and the drawbar.
En se référant aux dessins annexés, on va décrire ci-après, plus en détail, un mode de réalisation illustratif et non limitatif d'un dispositif d'accouplement conforme à l'invention; sur les dessins :Referring to the accompanying drawings, there will be described below, in more detail, an illustrative and non-limiting embodiment of a coupling device according to the invention; on the drawings:
- la figure 1 est une vue de dessus, partiellement en coupe, d'un dispositif d'accouplement conforme à l'invention;- Figure 1 is a top view, partially in section, of a coupling device according to the invention;
- la figure 2 est une vue latérale, partiellement en coupe, du dispositif de la figure 1 ;- Figure 2 is a side view, partially in section, of the device of Figure 1;
- la figure 3 représente le dispositif selon la figure 1 , en position de désalignement horizontal maximal;- Figure 3 shows the device according to Figure 1, in the position of maximum horizontal misalignment;
- la figure 4 représente le dispositif selon la figure 2, en position de désalignement vertical maximal. Le dispositif d'accouplement tel qu'illustré, destiné à l'accouplement de deux wagons de chemins de fer dont seule une partie de châssis 1 est visible sur les figures, comprend une barre d'attelage 2 constituée, comme le montrent les figures 2 et 4, par un corps tubulaire 3 à chaque extrémité duquel est fixée une noix 4 en forme de manchon. Une extrémité de la noix 4 est emboîtée sur l'extrémité du corps de barre 3 et est rendue solidaire de ce dernier par une cheville transversale 5 bloquée en position, par exemple à l'aide de plusieurs vis 6 et de freins de vis. A son autre extrémité, la noix 4 est évasée et est chanfreinée ou bombée ou chanfreinée (en 7) sur sa face d'extrémité. En direction de cette extrémité, la noix 4 présente intérieurement une surface d'appui annulaire 8 en forme de segment sphérique.- Figure 4 shows the device according to Figure 2, in the position of maximum vertical misalignment. The coupling device as illustrated, intended for the coupling of two railway wagons of which only a part of the chassis 1 is visible in the figures, comprises a drawbar 2 made up, as shown in Figures 2 and 4, by a tubular body 3 at each end of which is fixed a nut 4 in the form of a sleeve. One end of the nut 4 is fitted onto the end of the bar body 3 and is made integral with the latter by a transverse pin 5 locked in position, for example using several screws 6 and screw brakes. At its other end, the nut 4 is flared and is chamfered or curved or chamfered (at 7) on its end face. In the direction of this end, the nut 4 has internally an annular bearing surface 8 in the form of spherical segment.
La surface d'appui 8 de la noix 4 sert de cuvette à la tête sphérique ou rotule 9 d'une tige de traction 10 qui s'étend dans le prolongement de la barre 2 à travers un dispositif amortisseur 1 1 monté dans un logement 12 du châssis 1. Le dispositif amortisseur 1 1 comprend une première plaque de poussée 13 et une seconde plaque de poussée 14 entre lesquelles se trouve un empilage d'éléments amortisseurs 15.The bearing surface 8 of the nut 4 serves as a bowl for the spherical head or ball joint 9 of a pull rod 10 which extends in the extension of the bar 2 through a damping device 1 1 mounted in a housing 12 of the chassis 1. The damping device 1 1 comprises a first thrust plate 13 and a second thrust plate 14 between which there is a stack of damping elements 15.
Dans l'exemple représenté, les éléments amortisseurs 15 sont constitués par des plaques métalliques portant sur une face ou sur les deux faces des protubérances en caoutchouc, dont les flancs obliques convergent. De tels éléments amortisseurs sont bien connus dans la technique pour la constitution de dispositifs amortisseurs utilisés, par exemple, pour des tampons dans le domaine ferroviaire.In the example shown, the damping elements 15 are constituted by metal plates bearing on one side or on both sides of the rubber protuberances, the oblique sides of which converge. Such damping elements are well known in the art for the construction of damping devices used, for example, for buffers in the railway field.
Le dispositif amortisseur 1 1 comprenant les plaques de poussée 13, 14 et les éléments amortisseurs 15 est maintenu assemblé, la plaque 14 étant appuyée contre la surface d'extrémité 7 de la noix 4, par un écrou 16 vissé et immobilisé, par exemple par une goupille, sur l'extrémité libre de la tige de traction 10 de telle manière que les éléments amortisseurs 15 soient comprimés et que les deux plaques 13 et 14 prennent appui contre deux butées axiales 17 et 18 du logement 12.The damping device 1 1 comprising the thrust plates 13, 14 and the damping elements 15 is kept assembled, the plate 14 being pressed against the end surface 7 of the nut 4, by a nut 16 screwed and immobilized, for example by a pin on the free end of the pull rod 10 so that the damping elements 15 are compressed and the two plates 13 and 14 bear against two axial stops 17 and 18 of the housing 12.
Il est à noter que la plaque de poussée 13 présente, sur le côté tourné vers la plaque de poussée 14, un embout cylindrique 19 assurant son guidage sur la tige de traction 10, c'est-à-dire empêchant la plaque 13 de se mettre de travers lorsqu'elle est sollicitée de façon oblique par la noix 4, en cas de désalignement, comme décrit plus en détail ci-après.It should be noted that the push plate 13 has, on the side facing the push plate 14, a cylindrical end piece 19 ensuring its guidance on the pull rod 10, that is to say preventing the plate 13 from put sideways when it is biased obliquely by the nut 4, in the event of misalignment, as described in more detail below.
Les efforts de traction entre les deux wagons accouplés à l'aide du dispositif d'accouplement conforme à l'invention, sont transmis, sur un wagon, de la butée 17 par la plaque de poussée 13, les éléments amortisseurs 15, la plaque de poussée 14, l'écrou 16, la tige de traction 10, la rotule 9, la noix 4 et la cheville 5 au corps 3 de la barre d'attelage 2 et, sur l'autre wagon du corps 3, en sens inverse par les mêmes éléments, à la butée 17.The tensile forces between the two wagons coupled using the coupling device according to the invention are transmitted, on a wagon, from the stop 17 by the thrust plate 13, the damping elements 15, the plate thrust 14, the nut 16, the draw rod 10, the ball joint 9, the nut 4 and the pin 5 to the body 3 of the drawbar 2 and, on the other wagon of the body 3, in the opposite direction by the same elements, at the stop 17.
Les efforts de poussée entre les deux wagons accouplés, sont transmis sur un wagon de la butée 18 par la plaque de poussée 14, les éléments amortisseurs 15, la plaque de poussée 13, la noix 4 et la cheville 5 au corps 3 de la barre d'attelage 2, sans solliciter la tige de traction 10, la rotule 9 et la surface d'appui sphérique 8 formant cuvette de la noix 4, et sur l'autre wagon, en sens inverse par les mêmes éléments du corps 3 de la barre d'attelage 2 à la butée 18. En cas de désalignement des deux wagons accouplés, soit horizontalement, comme représenté sur la figure 3, soit verticalement comme représenté sur la figure 4, toute inclinaison de la barre d'attelage 2 par rapport aux tiges de traction 10, autour des rotules 9, provoque un compression des dispositifs amortisseurs 1 1 , sous l'effet de la poussée des noix 4 sur les plaques de poussée 13. Selon que la barre 2 est sollicitée en traction ou en poussée, les plaques 14 quittent les butées 18 ou les plaques de poussée 13 quittent les butées 18, 17, cette dernière situation étant illustrée par les figures 3 et 4. En fonction de l'hystérésis des éléments accumulateurs 15 des dispositifs amortisseurs 1 1, une partie de cette énergie de compression est détruite, tandis que la partie restante est accumulée pour être finalement restituée sous forme d'énergie de rappel élastique lors du réalignement des wagons.The pushing forces between the two coupled wagons, are transmitted on a wagon of the stopper 18 by the pushing plate 14, the damping elements 15, the pushing plate 13, the nut 4 and the dowel 5 to the body 3 of the drawbar 2, without stressing the draw rod 10, the ball joint 9 and the spherical bearing surface 8 forming the bowl of the nut 4, and on the other wagon, in the opposite direction by the same elements of the body 3 of the drawbar 2 at the stop 18. In the event of misalignment of the two coupled wagons, either horizontally, as shown in FIG. 3, or vertically as shown in FIG. 4, any inclination of the bar d coupling 2 relative to the pull rods 10, around the ball joints 9, causes compression of the damping devices 1 1, under the effect of the thrust of the nuts 4 on the thrust plates 13. Depending on whether the bar 2 is stressed in traction or push, the plates 14 leave the stops 18 or the push plates 13 leave the stops 18, 17, the latter situation being illustrated by FIGS. 3 and 4. Depending on the hysteresis of the accumulator elements 15 of the damping devices 1 1, a part of this compression energy is destroyed, while the remaining part is accumulated to be finally restored in the form of elastic return energy during the realignment of the wagons.
Le rapport de l'énergie détruite par l'énergie restituée sous forme d'énergie de rappel élastique, est variable en fonction de la nature des éléments 15 des dispositifs accumulateurs, mais dans tous les cas, l'énergie restituée sour forme d'énergie de rappel élastique contribue au maintien en ligne des wagons.The ratio of the energy destroyed by the energy returned in the form of elastic return energy is variable depending on the nature of the elements of the accumulator devices, but in all cases, the energy returned in the form of energy elastic return contributes to keeping the wagons in line.
Il y a lieu de noter que le mode de réalisation illustré et décrit n'a été donné qu'à titre d'exemple indicatif et non limitatif et que de nombreuses modifications et variantes sont possibles dans le cadre de l'invention.It should be noted that the embodiment illustrated and described has been given only by way of an indicative and nonlimiting example and that numerous modifications and variants are possible within the framework of the invention.
Ainsi, la liaison amovible entre les noix 4 et le corps tubulaire 3 de la barre d'attelage 2 pourrait être remplacée par une liaison non amovible, par exemple une liaison par soudure effectuée à l'assemblage du dispositif, après mise en place des rotules 9 des tiges de traction 10 entre le corps 3 de la barre d'attelage 2 et les noix 4. Thus, the removable connection between the nuts 4 and the tubular body 3 of the drawbar 2 could be replaced by a non-removable connection, for example a welded connection made to the assembly of the device, after fitting the ball joints 9 of the draw rods 10 between the body 3 of the drawbar 2 and the nuts 4.

Claims

REVENDICATIONS
1. Dispositif d'accouplement pour des wagons de chemins de fer, comprenant une barre d'attelage dont les deux extrémités sont reliées à rotule aux châssis de deux wagons successifs à accoupler, caractérisé par le fait que la barre d'attelage (2) comprend, à chaque extrémité, une noix (4) servant de cuvette à la rotule (9) d'une tige de traction (10) prolongeant la barre d'attelage et traversant un dispositif amortisseur (11) qui est monté sur le châssis (1) d'un wagon et comporte, du côté de la barre d'attelage, une première plaque de poussée (13) en contact avec ladite noix (4), de manière que tout désalignement de la tige de traction et de la barre d'attelage provoque, par l'intermédiaire de la noix, une compression du dispositif amortisseur et, en retour, un effet de rappel élastique dans le sens d'un réalignement de la tige de traction avec la barre d'attelage.1. Coupling device for railway wagons, comprising a drawbar, the two ends of which are connected in a ball joint to the chassis of two successive wagons to be coupled, characterized in that the drawbar (2) comprises, at each end, a nut (4) serving as a bowl for the ball joint (9) of a draw rod (10) extending the drawbar and passing through a damping device (11) which is mounted on the chassis ( 1) of a wagon and comprises, on the side of the drawbar, a first push plate (13) in contact with said nut (4), so that any misalignment of the draw rod and of the drawbar 'coupling causes, through the nut, a compression of the damping device and, in return, an elastic return effect in the direction of a realignment of the draw rod with the drawbar.
2. Dispositif suivant la revendication 1, caractérisé par le fait que la noix (4) est un élément rapporté sur la barre d'attelage (2). 2. Device according to claim 1, characterized in that the nut (4) is an element attached to the drawbar (2).
3. Dispositif suivant la revendication 2, caractérisé par le fait que la noix (4) est fixée de façon amovible, par exemple à l'aide d'une cheville, à la barre d'attelage (2).3. Device according to claim 2, characterized in that the nut (4) is removably attached, for example using a dowel, to the drawbar (2).
4. Dispositif suivant l'une quelconque des revendications précédentes, caractérisé par le fait que la noix (4) est évasée en direction de la première plaque de poussée (13).4. Device according to any one of the preceding claims, characterized in that the nut (4) is flared in the direction of the first thrust plate (13).
5. Dispositif suivant la revendication 4, caractérisé par le fait que la noix (4) est bombée ou chanfreinée à son extrémité tournée vers la première plaque de poussée (13).5. Device according to claim 4, characterized in that the nut (4) is curved or chamfered at its end facing the first push plate (13).
6. Dispositif suivant l'une quelconque des revendications précédentes, caractérisé par le fait que le dispositif amortisseur (1 1) comprend également une seconde plaque de poussée (14), les deux plaques de poussée (13, 14) étant en appui contre des butées axiales opposées (17, 18) définissant le logement (12) pour le dispositif amortisseur. 6. Device according to any one of the preceding claims, characterized in that the damping device (1 1) also comprises a second thrust plate (14), the two thrust plates (13, 14) being in abutment against Opposite axial stops (17, 18) defining the housing (12) for the damping device.
7. Dispositif suivant la revendication 6, caractérisé par le fait que le dispositif amortisseur comprend, entre lesdites deux plaques (13, 14), un empilement d'éléments amortisseurs élastiques (15).7. Device according to claim 6, characterized in that the damping device comprises, between said two plates (13, 14), a stack of elastic damping elements (15).
8. Dispositif suivant la revendication 7, caractérisé par le fait que les éléments amortisseurs élastiques comprennent des plaques métalliques portant des protubérances en matière élastique.8. Device according to claim 7, characterized in that that the elastic damping elements comprise metal plates carrying protrusions in elastic material.
9. Dispositif suivant la revendication 8, caractérisé par le fait que les protubérances des plaques présentent des flancs obliques convergents.9. Device according to claim 8, characterized in that the protuberances of the plates have converging oblique sides.
10. Dispositif suivant l'une quelconque des revendications précédentes, caractérisé par le fait que les premières plaques de poussée (13) présentent des moyens (19) pour leur guidage sur les tiges de traction (10). 10. Device according to any one of the preceding claims, characterized in that the first push plates (13) have means (19) for guiding them on the traction rods (10).
EP00922699A 1999-04-21 2000-04-20 Coupling device for railway coaches Expired - Lifetime EP1169206B1 (en)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
FR9905044 1999-04-21
FR9905044A FR2792595A1 (en) 1999-04-21 1999-04-21 Connector for railway carriages has hitch bar attached to ends of damper rods by ball joints
PCT/FR2000/001046 WO2000064723A1 (en) 1999-04-21 2000-04-20 Coupling device for railway coaches

Publications (2)

Publication Number Publication Date
EP1169206A1 true EP1169206A1 (en) 2002-01-09
EP1169206B1 EP1169206B1 (en) 2003-06-25

Family

ID=9544697

Family Applications (1)

Application Number Title Priority Date Filing Date
EP00922699A Expired - Lifetime EP1169206B1 (en) 1999-04-21 2000-04-20 Coupling device for railway coaches

Country Status (6)

Country Link
EP (1) EP1169206B1 (en)
AT (1) ATE243635T1 (en)
AU (1) AU4301000A (en)
DE (1) DE60003542T2 (en)
FR (1) FR2792595A1 (en)
WO (1) WO2000064723A1 (en)

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Publication number Priority date Publication date Assignee Title
CN112298265A (en) * 2019-07-31 2021-02-02 比亚迪股份有限公司 Traction mechanism, bogie and rail vehicle

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Publication number Priority date Publication date Assignee Title
ATE485988T1 (en) * 2001-04-03 2010-11-15 Schwab Verkehrstechnik Ag TRAINING AND BUSHING DEVICE FOR RAIL VEHICLES
ATE242138T1 (en) * 2001-09-17 2003-06-15 Voith Turbo Scharfenberg Gmbh JOINT ARRANGEMENT
EP2790993B1 (en) 2011-12-13 2020-02-19 Dellner Couplers AB Assembly of parts suitable to be used as part of a connecting device for connecting a first car of a multi-car vehicle with a second car of said vehicle
DE102016219201A1 (en) * 2016-10-04 2017-11-30 Siemens Aktiengesellschaft Coupling device for supported on a common chassis car bodies of a rail vehicle
HRP20231094T1 (en) * 2021-06-30 2023-12-22 Peter Jonathan Pieringer Coupling device with single-piece spring assemblies

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FR2092229A5 (en) * 1970-05-27 1971-01-21 Mini Verkehrswesen
DD233978A1 (en) * 1985-01-24 1986-03-19 Niesky Waggonbau Veb ASSEMBLY FOR SHORT-COUPLED VEHICLE UNITS
DE4201122A1 (en) * 1992-01-17 1993-07-22 Duewag Ag TROLLEY UNIT, ESPECIALLY FOR GOODS TRANSPORT
FR2749252A1 (en) 1996-05-29 1997-12-05 Maintenance C I M Comp Int De Coupling device for use between road or rail wagons,
GB9621535D0 (en) * 1996-10-16 1996-12-04 Powell Duffryn Standard Ltd Railway vehicle coupling systems

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN112298265A (en) * 2019-07-31 2021-02-02 比亚迪股份有限公司 Traction mechanism, bogie and rail vehicle

Also Published As

Publication number Publication date
WO2000064723A1 (en) 2000-11-02
DE60003542D1 (en) 2003-07-31
EP1169206B1 (en) 2003-06-25
AU4301000A (en) 2000-11-10
FR2792595A1 (en) 2000-10-27
DE60003542T2 (en) 2004-04-22
ATE243635T1 (en) 2003-07-15

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