EP1247715B1 - Zug- und Stosseinrichtung für Schienenfahrzeuge - Google Patents

Zug- und Stosseinrichtung für Schienenfahrzeuge Download PDF

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Publication number
EP1247715B1
EP1247715B1 EP01130585A EP01130585A EP1247715B1 EP 1247715 B1 EP1247715 B1 EP 1247715B1 EP 01130585 A EP01130585 A EP 01130585A EP 01130585 A EP01130585 A EP 01130585A EP 1247715 B1 EP1247715 B1 EP 1247715B1
Authority
EP
European Patent Office
Prior art keywords
coupling rod
pulling
pushing device
flange
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.)
Expired - Lifetime
Application number
EP01130585A
Other languages
German (de)
English (en)
French (fr)
Other versions
EP1247715A1 (de
Inventor
Otto Ziegler
Elio Tommasini
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.)
Schwab Verkehrstechnik AG
Original Assignee
Schwab Verkehrstechnik AG
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 Schwab Verkehrstechnik AG filed Critical Schwab Verkehrstechnik AG
Priority to CZ20020954A priority Critical patent/CZ298095B6/cs
Priority to SK392-2002A priority patent/SK287429B6/sk
Priority to NO20021532A priority patent/NO328742B1/no
Priority to PL353048A priority patent/PL200650B1/pl
Publication of EP1247715A1 publication Critical patent/EP1247715A1/de
Application granted granted Critical
Publication of EP1247715B1 publication Critical patent/EP1247715B1/de
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
    • B61G9/00—Draw-gear
    • B61G9/04—Draw-gear combined with buffing appliances
    • B61G9/06—Draw-gear combined with buffing appliances with rubber springs

Definitions

  • the invention relates to a tensile and impact device for rail vehicles according to the preamble of claim 1.
  • Train and shock devices for rail vehicles are known in various designs such as in the form of buffers or couplings.
  • a fundamental problem with train and bumping devices for rail vehicles is that during overrunning or braking on the respective train and bumping pressure forces are exerted from one to the other rail vehicle, which directed a sideways component, ie a transverse to the longitudinal axis of the rail vehicle Have force.
  • These transverse components occur in particular when driving through curves, since the longitudinal central axis of the one rail vehicle extends at an angle to the longitudinal central axis of the preceding or subsequent rail vehicle. To ensure the derailment safety of rail vehicles, this transverse component must not exceed a certain value in relation to the longitudinal force.
  • each support plate includes a clevis for receiving a hinge pin to which the head of the coupling is articulated.
  • a train and shock device for short-coupled rail vehicles known. This is provided with a pull and push rod, the head part is connected via a hinge pin with a clamping yoke. The end face of this head part abuts directly on the printing plate fixed to the vehicle.
  • the coupling rod is deflected, the pressure-side force introduction point shifts in the direction of deflection for the first moment. Thereafter, however, upon further deflection of the coupling rod, the pressure-side force introduction point migrates back inward, which is undesirable, as this causes the transverse component in relation to the longitudinal force increases again and thus the risk of derailment of the rail vehicle in coasting is no longer guaranteed.
  • FIG. 00/64723 Another, generic coupling device for rail vehicles is from the WO 00/64723 known.
  • This coupling device has a central coupling rod, whose two ends are connected via a hinge connection with the rail vehicle.
  • the articulated connection has a yoke fixed to the coupling rod, which forms a ball joint together with a pull rod provided with a ball head.
  • the yoke is supported on the pressure side on a spring-loaded pressure plate.
  • the object of the invention is to provide a defined in the preamble of claim 1 clutch assembly for rail vehicles in such a way that when pressure forces occur Ratio of lateral force to longitudinal force (Fq / Fl) is smaller, especially in unfavorable conditions, so that the derailment safety of rail vehicles is increased when impact forces occur.
  • the inventive idea is to provide on both sides of the central coupling rod a Drehbefest Trentsvorraumen for fixing to the rail vehicle, wherein the pivot point of the joint of the respective rotary fastening device is in the range or behind a force introduction surface, via which impact forces are transmitted from the coupling rod to the respective rotary fastening device, and wherein between the said force introduction surface and the coupling rod means are arranged, which in the lateral deflection of the Coupling rod to move the power transmission center for impact forces in the deflection direction of the coupling rod.
  • the direction of the force acting on the rail vehicle is influenced so that the lateral force is smaller in relation to the longitudinal compressive force.
  • Fig. 1 shows a pulling and pushing device, which is particularly suitable for short coupling of rail vehicles. Since the pulling and pushing device is constructed symmetrically, in the following explanations usually only the left, cut half of the pulling and pushing device is referred to. It is understood that corresponding parts are also present on the other -right side.
  • the pulling and pushing device has a central coupling rod 1, which is preferably produced as a cast part, in particular as a spheroidal cast iron part.
  • the coupling rod 1 is designed substantially tubular, the wall thickness increases toward the end 2 out.
  • the front side of the coupling rod 1 is closed by a closure part 3.
  • On both sides of the coupling rod 1 each have a rotary fastening device 5, 6 is arranged.
  • This each comprises a flange 8, by means of which the pulling and pushing device is fastened to the rail vehicle (not shown).
  • the flange 8 is arranged between two spring assemblies 9, 12, wherein the inner spring assembly 9 in the direction of impact and the outer spring assembly 12 in the pulling direction is effective.
  • a piston-shaped sleeve 16 is also clamped, which is provided with a bore 17 through which a pull rod 20 extends.
  • the sleeve 16 is axially displaceable in relation to the coupling rod 1.
  • two annular plastic bands 19 are arranged, which act as a sliding bearing.
  • the sleeve 16 is provided on the side facing the flange 8 with a head portion 18 which has a partially spherical surface 25, wherein the central part of the head portion 18 is preferably formed flattened.
  • the flange 8 forms together with the head part 18 a pressure joint 15, by means of which compressive forces occurring during driving are transmitted from the coupling rod 1 to the rail vehicle.
  • Reference numeral 26 denotes a force introduction surface, via which impact forces are transmitted from the coupling rod 1 to the flange to be fixedly attached to the vehicle.
  • the force introduction surface 26 coincides with the end face of the flange 8 facing the head part 18. This force introduction surface 26 thus forms the transition from the deflectable to the firmly connected to the rail vehicle or elements to be joined for impact forces.
  • the force transmission takes place in the direction of impact of the coupling rod 1 and the sleeve 16 on the flange 8 on the straight central portion of the head portion 18.
  • the sleeve 16 is arranged such that it has its longitudinal central axis is rotatable.
  • the arranged on the sleeve 16 head portion 18 is preferably made of plastic, so that a sliding mating between the head portion 18 and the flange 8 made of steel is formed.
  • Both the sleeve 16 and the end part 3 of the coupling rod 1 are each provided with a through hole 4, 17, through which the pull rod 20 extends. Trained as a cap screw drawbar 20 is used to bias the two spring assemblies 9, 12 and the transmission of tensile forces.
  • a pressure plate 27 is disposed between the head 21 of the tie rod 20 and the spring assembly 12.
  • a nut 24 is screwed, which is supported on the inside of the end part 3 of the coupling rod 1. The nut 24 is secured by a locking ring 23 against rotation.
  • the flange 8 is fixed by means of a ball joint 7 on the tie rod 20.
  • the pivot point 29 of the ball joint 7 lies behind the force introduction surface 26 of the flange 8.
  • the bore 4 in the end part 3 is so large that, under all operating conditions, a radial gap between the drawbar 20 and the bore wall in the end part 3 remains and no guiding forces are exerted on the drawbar 20 via the end part 3.
  • the executives are preferably transmitted via the sleeve 16 on the guide belts 19 and thus on the coupling rod 1. By this configuration, the forces acting on the pull rod 20 bending forces can be reduced.
  • Each spring assembly 9, 12 consists of a plurality of elastomeric plastic made of spring elements 10, 13 which are separated by intermediate plates 11, 14.
  • spring assemblies 9, 13 By providing independent spring assemblies 9, 13 for compression and tension, a smooth change from draft to pressure and vice versa is achieved.
  • the head part 18 is provided with a flattened middle part, a non-deflected coupling rod 1, ie a straight track section, a large-scale investment of the head portion 18 is achieved on the flange 8, which has a stabilizing effect. As a result, in particular rolling and oscillating movements of the rearmost car can be prevented in steady driving.
  • the sleeve 16 is arranged rotatably about the longitudinal central axis, a uniform wear of the head part 18 is achieved.
  • the at least partially provided with a spherical surface 25 head portion 18 could also be arranged directly on the coupling rod 1 and thereby dispense with the sleeve 16.
  • the pressure side active spring package would have to be laid on the inside of the coupling rod and the pull rod 20 are dimensioned accordingly.
  • the flange 8 could be provided on the side facing the head part 18 with a partially spherical surface and provided for the head part 18 with a straight or slightly spherical surface.
  • the mounting flange 8 is shown in a plan view, from the particular fastening holes 28 can be seen, which are provided for performing screws, by means of which the flange 8 and thus the pulling and pushing device can be fixed to the rail vehicle.
  • flange 8 instead of the flange 8 shown but also flanges can be used without mounting holes.
  • Fig. 3 shows the left side of the pulling and pushing device according to Fig.1 in a deflected state in an enlarged view. With 30 of the flattened middle part of the head portion 18 is designated.
  • the coupling rod 1 is deflected in the present case by about 6 ° with respect to the hinted vehicle longitudinal axis 32 of the rail vehicle, wherein the longitudinal center axis of the coupling rod 1 is provided with the reference numeral 33.
  • the pressure-side transmission center X moves continuously in the deflection of the coupling rod 1 when deflecting the coupling rod 1.
  • the ratio of lateral force to longitudinal force occurs when pressure forces occur (Fq / FI) smaller and the Derailment safety of the rail vehicle is increased.
  • this normally means that a shock force is exerted on the corresponding vehicle via the pulling and pushing device, which impact force occurs in particular during braking of the vehicles or during pushing operation.
  • the fulcrum 29 of the ball joint 7 is located behind the force introduction surface 26, but the fulcrum could also be pushed up to the force introduction surface 26, or in some cases even slightly shifted beyond.
  • Fig. 4 shows the pulling and pushing device in a first operating state, which can occur when passing through an S-arm.
  • the force action line 34 extending between the pressure-side force introduction points XI, Xr runs virtually parallel to the schematically illustrated longitudinal axes 35, 36 of the rail vehicles.
  • the lateral forces can be kept very low.
  • the angle between the force action line 34 and the longitudinal center axis 37 of the coupling rod 1 is denoted by a.
  • the deflection direction of the coupling rod 1 with respect to the left flange 8 is indicated by an arrow 38 and the direction of displacement of the left Krafteinein effettechnischsticians XI by an arrow 39.
  • the head part 18 and the pressure-side Krafteinein effetstician XI thus move in the same direction in the deflection 38 when deflecting the coupling rod the coupling rod 1.
  • Fig. 5 schematically shows two connected by a pull and push device rail vehicles 40, 41.
  • the operating state shown occurs, for example, when the right rail vehicle enters an arc with a radius of about 150m. Due to the drawn force action line 44 it can be seen that even in this operating state, the force action line 44 only a small angle with the longitudinal center axis 42, 43 of the respective vehicle 40, 41 includes, or practically parallel thereto.
  • Fig. 6 shows a schematically illustrated pulling and pushing device in the state when the two rail vehicles 45, 46 pass through a UIC-S-arc. Also Here, the force action line 49 extends virtually parallel to the longitudinal axes 47, 48 of the rail vehicles 45, 46, so that the transverse forces are again very small.
  • FIG. 7 an alternative embodiment of a pulling and pushing device is shown, wherein following in particular to the differences from the previous embodiment according to the Fig. 1 to 4 will be received. Identical parts are provided in this embodiment with the addition "a”.
  • the pulling and pushing device has a central coupling rod 1a, which, in contrast to the previous embodiment, is not formed in one piece, but consists of two parts 1b, 1c, which are screwed together in the middle.
  • a pull rod 20a is again provided, wherein a spring assembly 12a is arranged for receiving the tensile forces between the pressure plate 27a supported on the head 21a of the draw rod 20a and the flange 8a.
  • a spring assembly 50 is provided in the present case, which has an annular, consisting of elastomeric plastic compression spring 51 as a central element.
  • the compression spring 51 has a high spring stiffness in the pressure direction and is arranged between the fastening flange 8a and a sleeve 52 pushed onto the end of the coupling rod 1a.
  • the sleeve 52 engages by means of a shoulder 53 at the front end of the coupling rod 1a and supports the compression spring 51 from the entire surface.
  • a sliding plate 54 and an intermediate plate 55 is also arranged.
  • the two plates 54, 55 are bolted together and supported by a common ball joint 56 rotatably on the tie rod 20a.
  • On both sides of the compression spring 51 is also arranged in each case an intermediate disc.
  • the mounting flange 8a is in turn supported by a ball joint 7a on the drawbar 20a, wherein the ball joint 7a is not arranged centrally in the flange 8a but slightly offset backwards against the rail vehicle.
  • the pivot point 29a of the ball joint 7a lies still further behind the force introduction surface 26a, wherein the force introduction surface 26a is also formed in this case by the coupling rod 1a facing end face of the flange 8a, which at the same time the power transition plane of the deflectable coupling rod 1a on the rail vehicle fixing rotary fastening device 5a. Due to the rearward, offset against the rail vehicle arrangement of the ball joint 7a and the sliding plate 54 and the intermediate plate 55, the distance between the pivot point 29a of the ball joint 7a and the compression spring 51 is still increased.
  • Fig. 8 is the right side of the pulling and pushing device according to Fig. 7 in the deflected state visible.
  • the compression spring 51 is compressed on the deflection side, while it is relieved on the other side.
  • the impact force is not a point or line-shaped contact surface in the pressure joint 15 (FIG. Fig. 1 ), but it is transferred by means of the compression spring 51 surface of the sleeve 52 on the intermediate plate 55.
  • the force transmission surface is approximately indicated by a hatched area F.
  • the transmission center of gravity X1 shifts continuously in the direction of deflection of the coupling rod 1a.
  • the slide plate 54 which consists of a plastic material which is provided with good sliding properties in relation to the flange 8a, which is preferably made of cast iron, the radial offset between the compression spring 51 and the flange 8a can be largely absorbed when the coupling rod 1a is deflected.
  • the compression spring 51 is not used primarily for receiving the impact energy in the present case, but for the displacement of the center of gravity X1 as a function of the deflection angle of the coupling rod 1a.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Vibration Dampers (AREA)
  • Railway Tracks (AREA)
  • Machines For Laying And Maintaining Railways (AREA)
  • Platform Screen Doors And Railroad Systems (AREA)
  • Chutes (AREA)
  • Refuge Islands, Traffic Blockers, Or Guard Fence (AREA)
  • Pivots And Pivotal Connections (AREA)
  • Memory System Of A Hierarchy Structure (AREA)
  • Toys (AREA)
  • Fittings On The Vehicle Exterior For Carrying Loads, And Devices For Holding Or Mounting Articles (AREA)
EP01130585A 2001-04-03 2001-12-21 Zug- und Stosseinrichtung für Schienenfahrzeuge Expired - Lifetime EP1247715B1 (de)

Priority Applications (4)

Application Number Priority Date Filing Date Title
CZ20020954A CZ298095B6 (cs) 2001-04-03 2002-03-15 Tazné a narázecí ústrojí ke kloubovému spojení kolejových vozidel
SK392-2002A SK287429B6 (sk) 2001-04-03 2002-03-19 Ťažný a narážací mechanizmus na kĺbové spojenie koľajových vozidiel
NO20021532A NO328742B1 (no) 2001-04-03 2002-03-26 Trekke- og skyveanordning for skinnekjoretoyer
PL353048A PL200650B1 (pl) 2001-04-03 2002-03-27 Urządzenie cięgłowo-zderzakowe dla pojazdów szynowych

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
CH6222001 2001-04-03
CH6222001 2001-04-03

Publications (2)

Publication Number Publication Date
EP1247715A1 EP1247715A1 (de) 2002-10-09
EP1247715B1 true EP1247715B1 (de) 2010-10-27

Family

ID=4524157

Family Applications (1)

Application Number Title Priority Date Filing Date
EP01130585A Expired - Lifetime EP1247715B1 (de) 2001-04-03 2001-12-21 Zug- und Stosseinrichtung für Schienenfahrzeuge

Country Status (7)

Country Link
EP (1) EP1247715B1 (cs)
AT (1) ATE485988T1 (cs)
CZ (1) CZ298095B6 (cs)
DE (1) DE50115675D1 (cs)
NO (1) NO328742B1 (cs)
PL (1) PL200650B1 (cs)
SK (1) SK287429B6 (cs)

Families Citing this family (13)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE10202241C1 (de) * 2002-01-21 2003-10-09 Manfred Bartel Hochleistungsrichtgelenk
DE10210059C1 (de) * 2002-03-08 2003-10-09 Manfred Bartel Kuppelstange
DE102005031598B4 (de) * 2005-07-06 2015-04-02 Siemens Aktiengesellschaft Hochleistungsrichtgelenk
DE102005033849B4 (de) * 2005-07-20 2008-09-04 Bartel, Manfred, Dipl.-Ing. (FH) Universal-Hochleistungsrichtgelenk
DE102005034527B4 (de) * 2005-07-23 2008-12-04 Bartel, Manfred, Dipl.-Ing. (FH) Eisenbahnwagen-Kuppelstange
DE102007003331B4 (de) * 2007-01-17 2009-10-01 Siemens Ag Vorrichtung zur gelenkigen Anbindung einer Kupplungsstange an ein Fahrzeug
DE102008008214A1 (de) 2007-03-08 2008-09-11 Bartel, Manfred, Dipl.-Ing. (FH) Eisenbahn-Kuppelstange mit Richtgelenken
DE102015205434A1 (de) * 2015-03-25 2016-09-29 Siemens Aktiengesellschaft Fahrzeug mit gelenkiger Anbindung einer Kuppelstange
EP3288814B1 (de) 2015-04-29 2021-04-21 Voith Patent GmbH Schienenfahrzeug mit einer anlenkung zum gelenkigen verbinden eines wagenkastenseitigen endbereiches einer kupplungsstange mit einem wagenkasten
DE102015221824A1 (de) * 2015-11-06 2017-05-11 Voith Patent Gmbh Verdrehgesicherte Anlenkung zum gelenkigen Verbinden einer Kupplungsstange mit einem Wagenkasten
RU2748829C1 (ru) * 2020-10-05 2021-05-31 Федеральное государственное бюджетное образовательное учреждение высшего образования "Камчатский государственный технический университет" Шахтная монорельсовая дорога
PL4112416T3 (pl) 2021-06-30 2023-11-20 Peter Jonathan Pieringer Urządzenie sprzęgowe z jednoelementowymi pakietami sprężynowym
EP4112415B1 (de) 2021-06-30 2023-06-14 Peter Jonathan Pieringer Kupplungsvorrichtung mit schelle

Family Cites Families (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4118529C2 (de) 1991-06-06 1996-10-24 Niesky Waggonbau Gmbh Zug- und Stoßeinrichtung für kurzgekuppelte Schienenfahrzeuge
GB9621535D0 (en) * 1996-10-16 1996-12-04 Powell Duffryn Standard Ltd Railway vehicle coupling systems
DE19901985A1 (de) 1999-01-20 2000-07-27 Eisenbahntech Halberstadt Gmbh Zug- und Stoßeinrichtung für kurzgekuppelte Schienenfahrzeuge
FR2792595A1 (fr) 1999-04-21 2000-10-27 Maintenance C I M Comp Int De Dispositif d'accouplement pour wagons de chemins de fer
DE19944754B4 (de) 1999-09-17 2004-01-29 Dwa Deutsche Waggonbau Gmbh Zug-Druck-Kuppelstangeneinrichtung

Also Published As

Publication number Publication date
SK3922002A3 (en) 2002-11-06
NO20021532L (no) 2002-10-04
DE50115675D1 (de) 2010-12-09
CZ2002954A3 (cs) 2002-11-13
NO328742B1 (no) 2010-05-03
EP1247715A1 (de) 2002-10-09
CZ298095B6 (cs) 2007-06-20
ATE485988T1 (de) 2010-11-15
PL200650B1 (pl) 2009-01-30
PL353048A1 (en) 2002-10-07
NO20021532D0 (no) 2002-03-26
SK287429B6 (sk) 2010-09-07

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