EP1535816A1 - Attelage central pour véhicules ferroviaires - Google Patents

Attelage central pour véhicules ferroviaires Download PDF

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Publication number
EP1535816A1
EP1535816A1 EP04020684A EP04020684A EP1535816A1 EP 1535816 A1 EP1535816 A1 EP 1535816A1 EP 04020684 A EP04020684 A EP 04020684A EP 04020684 A EP04020684 A EP 04020684A EP 1535816 A1 EP1535816 A1 EP 1535816A1
Authority
EP
European Patent Office
Prior art keywords
coupling
bolt
shaft
overload
central buffer
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
EP04020684A
Other languages
German (de)
English (en)
Other versions
EP1535816B1 (fr
Inventor
Volker Dipl.-Ing. Mattschull
Christian Radewagen
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.)
Voith Turbo Scharfenberg GmbH and Co KG
Original Assignee
Voith Turbo Scharfenberg GmbH and Co KG
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 Voith Turbo Scharfenberg GmbH and Co KG filed Critical Voith Turbo Scharfenberg GmbH and Co KG
Priority to PL04020684T priority Critical patent/PL1535816T3/pl
Publication of EP1535816A1 publication Critical patent/EP1535816A1/fr
Application granted granted Critical
Publication of EP1535816B1 publication Critical patent/EP1535816B1/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
    • B61G7/10—Mounting of the couplings on the vehicle
    • B61G7/12—Adjustable coupling bars, e.g. for centralisation purposes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
    • B61G11/00—Buffers
    • B61G11/16—Buffers absorbing shocks by permanent deformation of buffer element
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
    • B61G7/00—Details or accessories
    • B61G7/14—Safety devices

Definitions

  • the present invention relates to a central buffer coupling for rail vehicles, with a coupling head and a coupling shaft, which connects the coupling head carries its front end and the rear end of the frame of the rail vehicle hinged horizontally, wherein a portion of the coupling shaft is formed of a first portion and a second portion, which are interconnected by means of an overload protection.
  • Rail vehicles From the rail vehicle technology, it is known, for example, in the underframe area Rail vehicles multi-stage to arrange energy absorption equipment. These usually have a reversible energy dissipation device as a primary stage, which, for example, in the form of a clutch spring in the coupling shaft of a Central buffer coupling is integrated and which in driving, shunting and coupling operation should absorb occurring impact forces.
  • the coupling shaft itself Can via a joint and optionally on tear-off on the base of the Carriage be attached.
  • a second, secondary energy dissipation device for absorbing from excessive Impact surges resulting impact energy is often in Shape of two side buffers on the outer edge of the front side of the respective car body arranged.
  • the energy-consuming devices are designed in this way that the conversion of the bursting energy resulting from shunting accidents into each other transitional, two stages of work is accomplished, the first stage in the central buffer coupling is integrated and the second stage of the supporting body structure is connected upstream.
  • the present invention is therefore based on the object, a central buffer coupling of the aforementioned type such that in one Crash case, i. when extreme impact energies occur, the coupled couplings be shortened such that the car-side energy absorption elements of the respective Car bodies transferred at the impact between the adjacent car bodies Consume impact energy without additional space behind it Clutch is required to close the clutch from the power flow to take.
  • the solution according to the invention contrasts with a number of significant advantages the known from rail vehicle technology and explained above Central buffer coupling on.
  • an overload protection By using an overload protection, the at Exceeding a certain force responds, the shearing off of the Coupling shaft controlled, thus the central buffer coupling from the power flow and so the collision of adjacent, coupled car bodies permit, in which case the respective car side energy absorption elements for Use and reliably reduce the transmitted impact energy. This will be a maximum achievable, and in particular calculable, energy consumption, at a predictable event sequence.
  • the response of the overload protection This is the connection between the front section and the rear Part of the coupling shaft portion solved, as a result, the coupled Clutch shortened accordingly.
  • the overload protection a dead bolt by which is meant a bolt designed such that he himself in a crash, i. in the case when an extreme impact energy over the central buffer coupling is transferred between adjacent car bodies, does not break or shears and continues as a guide pin and link serves. In addition, it serves as a pivot for a pivoting away of the coupling parts after the overload protection has responded. It is also conceivable two To perform bolts as shear pins, which should respond in chronological order.
  • the overload protection further has at least one overload bolt; of the Overload bolt is a bolt that when exceeding a certain force in Longitudinal and / or transverse direction of the coupling shaft breaks or shears and thereby losing its function as a link.
  • the central buffer coupling according to the invention is designed so that moments of force around two axes, for example the longitudinal and transverse axis of the coupling shaft, over the first and the second portion are added while moments of force around the remaining Axis, for example, the vertical axis, on the overload protection, and in particular over the bolt and the overload bolt to be supported.
  • the deadbolt and the at least one overload bolt are in the direction of the coupling shaft one behind the other arranged, with possibly a small offset between them covered have to be. This poses the danger of premature response of the shearing function reduced the overload bolt. For this it is possible, the overload bolt to dimension correspondingly stronger, than in the presence of two juxtaposed bolt is the case.
  • the at least one overload bolt in a vertically through the two sections running round hole, and the dead bolt in a vertically extending through the two sections, in the direction of Coupling shaft extending elongated hole are mounted so that after response the at least one overload bolt, the two sections (first and second Section) relative to each other, both in a horizontal plane around the locking pin pivotable around and are linearly displaceable in the direction of the slot.
  • the deadbolt at a certain distance from the at least spaced an overload pin arranged.
  • the between the deadbolts and the transverse forces acting on the at least one overload bolt since the span, i. the distance between the bolts corresponds to one lever length and the respective force components acting on the individual bolts depend on the lever length according to the law of levers.
  • acting on the dead bolt and the at least one overload bolt To keep lateral forces as small as possible. This allows - in addition to the corresponding Dimensioning the overload bolt - a very accurate setting in terms of the Response of shearing function.
  • one of the two parts fork-shaped and the corresponding another portion is tongue-shaped, wherein the fork-shaped Part of the tongue-shaped portion absorbs.
  • the section of the Coupling shaft is thus formed in two parts, wherein the fork-shaped and the tongue-shaped section inserted into each other and by means of the fixed bolt and the at least one overload bolt are connected, wherein the locking bolt and the at least one overload bolt in the direction of the coupling shaft one behind the other are arranged.
  • this Energy Consumption member either a spring element or another regenerative Energy consumption system is, for example, a system based on gas-hydraulic.
  • One Damping effect is thereby by compression of the spring element or the gas achieved (in correspondingly provided gas chambers).
  • the energy-consuming system is based on a hydraulic function, is also a dynamic Damping effect conceivable in which by throttled overflow of fluid within a chamber the tensile and compressive forces are reliably absorbed.
  • Those energy absorbing members are known and will be known in the art not described here. For more details, for example, on the Functional principle and the associated advantages of the TwinStroke® buffer of the Applicant pointed out.
  • a guide is provided to the two sections after the response of the at least one overload bolt with a pivoting movement in a horizontal plane to guide around the deadbolt, and / or order the two sections after the response of at least one overload bolt in to lead a running in the direction of the slot, relative linear movement.
  • at least one of the two sections provided bevels in question, for a lateral slipping of the dissolved first portion of the coupling provide.
  • This will be a combined linear and rotary movement of the coupling head after the Actuation of the overload protection possible in order to such the coupled clutch in Shorten crash case.
  • the advantage of this embodiment is, in particular, that the shortening of the coupling has no space behind the screwing plane of the Clutch on the car bodies takes.
  • the Coupling shaft one the coupling head of the central buffer coupling bearing, front Shaft part and a horizontally pivotable on the frame of the rail vehicle hinged, rear shaft portion, both shaft parts by a vertical connecting pin connected to each other and around this connecting bolt are pivotable relative to each other, wherein the from the first and second section formed portion in the front shaft part and / or integrated in the rear shaft part is.
  • the Integration according to the invention of the overload protection section having in the front shaft part and / or rear shaft part is advantageously achieved that when addressing the overload bolt, the first part of the Clutch shaft forced into a rotational movement when abutting the second section which is a largely force-free buckling of both connected couplings entails.
  • the overload bolts of both clutches together, so that they fold in a Z-shape; but also one-sided Response advantageously leads to an L-shaped folding.
  • the front shaft part is preferably about the rear shaft part 120 ° swiveling.
  • the rear shaft part 120 ° swiveling.
  • here are other degrees angle ranges possible.
  • Fig. 1 shows a preferred embodiment of the central buffer coupling according to the invention in uncoupled and stretched condition.
  • the coupling shaft 2 of Central buffer coupling consists of a at its front end 3, the coupling head 1 supporting, front shaft portion 15 and one on the base frame or 5th of the rail vehicle horizontally pivotally hinged rear shaft portion 16.
  • the front shaft portion 15 is at the free end as a clevis with upper and lower Fork leg formed, the fork legs, the rear shaft portion 16 between them.
  • clevis and shaft portion 16 By means of a connecting pin 17 by clevis and shaft portion 16 are the front shaft portion 15 and the rear shaft portion 16 such connected to each other, that the front shaft portion 15 relative to the rear Shank part 16 is horizontally pivotable.
  • Fig. 2 shows the central buffer coupling according to FIG. 1 in the uncoupled and pivoted Status.
  • the reference numeral 18 denotes a locking device, the play-free locking allows the two shaft parts 15 and 16 against each other.
  • the release of the locking device 18 takes place by pressing the lever 21, whereby the engagement of the in this description, not further explained locking device 18 is released and the front shaft part 15 is pivotable about the connecting bolt 17.
  • an interlocking of the front shaft portion 15 against the rear Shank part 16 provided by about 120 °.
  • a regenerative energy absorbing member 19th integrated is an energy consumption system on gas-hydraulic Base, wherein a damping effect by compression of the energy in the consumption element 19 contained gas arises. As a result, tensile and compressive forces in the normal driving operation in the coupled state occur reliably recorded and absorbed.
  • an energy-absorbing element 19 to use with friction springs.
  • the advantage of an energy absorption system on gas-hydraulic basis is to be seen in that that energy-absorbing element 19 a very small size, a reduced weight and few wearing parts having. Furthermore, the advantages in an increased energy intake at To see power change stress and in the low cost. Since the central buffer coupling shown in Figures 1 and 2 in the Execution is subjected to any compressive stress, is the energy-absorbing element 19 in a neutral position.
  • a shearing section 6 is integrated, which essentially consists of a first section 7 and a second section 8.
  • the first portion 7 is forked and the second portion formed tongue-shaped, wherein the fork-shaped first portion 7, the tongue-shaped second portion 8 receives by both pieces are inserted into each other and connected to a locking pin 10 and an overload pin 11.
  • the locking pin 10 and the overload pin 11 thus substantiate in the illustrated preferred embodiment of the central buffer coupling the overload protection 9. It is envisaged that the overload bolt 11 in a vertically through the two sections 7, 8 extending round hole 13, and the locking pin 10 in a vertically through the two sections 7, 8 extending, is mounted in the direction of the coupling shaft 2 extending slot 14.
  • An essential aspect of the present invention is now to design the overload protection 9 such that the fixed bolt 10 and the overload pin 11 are arranged one behind the other.
  • the moments of force are absorbed about the longitudinal and the transverse axis of the coupling shaft via the fork-tongue connection of the overload protection 9 and the moments of force about the vertical axis via the two bolts 10, 11 supported.
  • the arrangement of the fixed bolt 10 in the slot 14 ensures that the locking bolt 10 can only absorb forces in the transverse direction over the flanks of the slot.
  • the overload protection 9 reacts much more sensitive with respect to forces occurring in the longitudinal direction than in the transverse direction, since the absorption of forces in the longitudinal direction only via the overload bolt 11, while forces are transmitted in the transverse direction of both the overload bolt 11 and the fixed bolt 10.
  • the overload pin 11 receives the entire longitudinal force and accordingly is dimensioned.
  • the interpretation (material, form, strength, etc.) of the Overload bolt 11 can be the response of the shear function of the overload protection 9 be set very accurately.
  • too several overload bolts 11 are used, which either grouped arbitrarily or individually integrated in series in section 6.
  • the span that is, the distance between the dead bolt 10 and the overload bolt 11, is preferably adapted to the respective conditions, wherein a larger span between the two bolts 10, 11, the transverse forces between this additionally reduced because of the lever law.
  • FIG. 3 shows the central buffer coupling according to FIG. 1 in the coupled state the response of the overload protection 9. From this representation, it can be seen that in that the energy absorbing element 19 integrated in the rear shaft part 16 acts as a primary stage is provided in the total energy consumption concept of the rail vehicle. This serving as a primary stage, regenerative energy absorbing element is preferably arranged in the coupling shaft 2. Of course it is possible, the energy absorbing member 19 in the front shaft portion 15 of the coupling shaft 2, in addition to or instead of integration in the rear Shank part 16.
  • reversible energy dissipation device 19 is used the occurring during driving and maneuvering and between each car body To absorb impact forces transmitted via the coupled central buffer coupling:
  • a second, secondary energy dissipation device for absorbing excess casseroles Impact energies provided in the form of a shock bar 22, which at the front of the respective car body is arranged.
  • a shock bar 22 which at the front of the respective car body is arranged.
  • a St Compute unit 22 instead of a St Compute unit 22 also another force introduction element, e.g. a reset Buffer that cause further shock and energy degradation.
  • baffle elements As bumper 22 all baffle elements come into question, optionally with other Shock absorbing elements can be equipped.
  • Fig. 4 shows the central buffer coupling according to the Fig. 1 in the coupled state after the response of the overload protection 9.
  • the Response of the overload protection 9 given by the overload bolt 11 Connection of the first and second portion 7, 8 of the section 6 solved.
  • the front shaft part 15 slides at the front end thereof 3, the coupling head 11 is fixed, laterally from, as the axis of rotation in the Slot 14 used fixed bolt 10 is used.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Vibration Dampers (AREA)
EP04020684A 2003-11-28 2004-08-31 Attelage central pour véhicules ferroviaires Expired - Lifetime EP1535816B1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
PL04020684T PL1535816T3 (pl) 2003-11-28 2004-08-31 Sprzęg cięgłowo-zderzny dla pojazdów szynowych

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE10355640A DE10355640B3 (de) 2003-11-28 2003-11-28 Mittelpufferkupplung für Schienenfahrzeuge
DE10355640 2003-11-28

Publications (2)

Publication Number Publication Date
EP1535816A1 true EP1535816A1 (fr) 2005-06-01
EP1535816B1 EP1535816B1 (fr) 2006-07-12

Family

ID=33103721

Family Applications (1)

Application Number Title Priority Date Filing Date
EP04020684A Expired - Lifetime EP1535816B1 (fr) 2003-11-28 2004-08-31 Attelage central pour véhicules ferroviaires

Country Status (4)

Country Link
US (1) US7490729B2 (fr)
EP (1) EP1535816B1 (fr)
DE (2) DE10355640B3 (fr)
PL (1) PL1535816T3 (fr)

Families Citing this family (17)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE602004009942T2 (de) * 2003-09-19 2008-10-16 Siemens Transportation Systems Inc., Sacramento Integriertes aufprallschutzsystem
DE502004007562D1 (de) * 2004-09-06 2008-08-21 Voith Turbo Scharfenberg Gmbh Kupplungskopf mit lösbarer Stirnplatte, für Schienenfahrzeuge, sowie dazugehöriges Montageverfahren
PL1719684T3 (pl) * 2005-05-03 2008-01-31 Voith Turbo Scharfenberg Gmbh & Co Kg Sprzęg cięgłowo-zderzakowy dla pojazdów szynowych
EP1719686B1 (fr) 2005-05-06 2007-08-29 Voith Turbo Scharfenberg GmbH & Co. KG Attelage séparable à tampon central avec dispositif de recentrage
JP4712604B2 (ja) * 2006-05-10 2011-06-29 株式会社日立製作所 輸送機器
ATE445523T1 (de) * 2007-04-25 2009-10-15 Voith Patent Gmbh Automatische knickkupplung
US8714377B2 (en) 2011-02-04 2014-05-06 Wabtec Holding Corp. Energy absorbing coupler
US8960464B2 (en) 2011-04-08 2015-02-24 Wabtec Holding Corp. Coupler support mechanism
US8616389B2 (en) * 2012-05-10 2013-12-31 Wabtec Holding Corp. Over-center spring coupler
KR20150132243A (ko) 2013-03-22 2015-11-25 웹텍 홀딩 코포레이션 자동화된 커플러 포지셔닝 디바이스
GB2517986B (en) * 2013-09-09 2015-07-22 T A Savery & Co Ltd A coupler
ES2755086T3 (es) * 2013-09-27 2020-04-21 Siemens Mobility GmbH Vehículo ferroviario con acoplamiento totalmente retráctil
US9701323B2 (en) 2015-04-06 2017-07-11 Bedloe Industries Llc Railcar coupler
MX2018007362A (es) * 2015-12-18 2019-03-14 Modutram Mexico S A De C V Sistema de acoplamiento automatico de vehiculos con mecanismo retractil dirigible.
CN106985877B (zh) * 2016-12-29 2018-03-27 比亚迪股份有限公司 车钩组件和具有其的跨坐式轨道列车
CN107472289B (zh) * 2017-08-24 2023-07-18 徐卫国 一种高铁列车车钩吸能保护装置
CN110422194B (zh) * 2019-09-09 2024-03-08 中车青岛四方车辆研究所有限公司 折叠车钩和车辆

Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3632578A1 (de) 1986-09-25 1988-04-07 Waggon Union Gmbh Pufferstoss-energieverzehreinrichtung
EP0358052A1 (fr) * 1988-09-09 1990-03-14 Bergische Stahl-Industrie Système échangeable à un attelage central de véhicules sur rails
DE3228941C2 (fr) 1982-08-03 1990-05-10 Scharfenbergkupplung Gmbh, 3320 Salzgitter, De
EP0640519A1 (fr) * 1993-08-27 1995-03-01 SCHARFENBERGKUPPLUNG GmbH Attelage à tampon central pour véhicules ferroviaires
EP1112909A1 (fr) * 1999-12-30 2001-07-04 Westinghouse Air Brake Company Attelage avec une voie de rétraction étendue en cas d'urgence et avec la possibilité de remorquage
EP1129920A1 (fr) * 2000-03-02 2001-09-05 Schwab Verkehrstechnik AG Barre d'attelage repliable pour véhicules ferroviaires

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Publication number Priority date Publication date Assignee Title
SE387907B (sv) * 1975-07-14 1976-09-20 Dellner Malmco Ab Automatkoppling for sparvagnar och liknande
DE10126483A1 (de) * 2001-05-31 2002-12-05 Scharfenbergkupplung Gmbh & Co Energieverzehreinrichtung für die Stirnseite von Schienenfahrzeugen
DK1312527T3 (da) * 2001-09-17 2003-09-29 Voith Turbo Scharfenberg Gmbh Leddelt sammenkobling
DE10162731A1 (de) * 2001-12-20 2003-07-03 Voith Turbo Scharfenberg Gmbh Vorrichtung zur horizontalen Mittenrückstellung für eine mittels eines Kupplungsschafts schwenkbar an einem Schienenfahrzeug angebrachte Mittelpufferkupplung

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3228941C2 (fr) 1982-08-03 1990-05-10 Scharfenbergkupplung Gmbh, 3320 Salzgitter, De
DE3632578A1 (de) 1986-09-25 1988-04-07 Waggon Union Gmbh Pufferstoss-energieverzehreinrichtung
EP0358052A1 (fr) * 1988-09-09 1990-03-14 Bergische Stahl-Industrie Système échangeable à un attelage central de véhicules sur rails
EP0640519A1 (fr) * 1993-08-27 1995-03-01 SCHARFENBERGKUPPLUNG GmbH Attelage à tampon central pour véhicules ferroviaires
EP1112909A1 (fr) * 1999-12-30 2001-07-04 Westinghouse Air Brake Company Attelage avec une voie de rétraction étendue en cas d'urgence et avec la possibilité de remorquage
EP1129920A1 (fr) * 2000-03-02 2001-09-05 Schwab Verkehrstechnik AG Barre d'attelage repliable pour véhicules ferroviaires

Also Published As

Publication number Publication date
PL1535816T3 (pl) 2006-12-29
US7490729B2 (en) 2009-02-17
US20050145591A1 (en) 2005-07-07
DE502004000950D1 (de) 2006-08-24
DE10355640B3 (de) 2004-11-04
EP1535816B1 (fr) 2006-07-12

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