EP1535816B1 - Central buffer coupling for railway vehicles - Google Patents

Description

The present invention relates to a central buffer coupling for railway vehicles, comprising a coupling head and a coupling shaft which carries the coupling head at its front end and the rear end of which is hinged horizontally to the frame of the rail vehicle. Such a central buffer coupling is known from EP-A 1 129 920.

It is known that in a rigidly supported coupling device during driving (for example when braking) occurring shocks and vibrations can lead to damage to the vehicle or the coupling device itself. To avoid such damage, it is necessary to eliminate the transmission of such shocks, vibrations and the like. This is preferably achieved by providing the coupling device with elastic damping means, such as pull / push devices, for absorbing such impacts.

These traction / impact devices absorb tensile and compressive forces up to a defined size and forward the forces beyond that unattenuated on the bearing block in the vehicle undercarriage. As a result, although those tensile and impact forces which occur during normal driving between the individual car bodies are absorbed in this usually regenerative or destructive designed shock absorber, when the operating load is exceeded, but about the impact of the vehicle on an obstacle, it is possible that the envisaged energy consumption of the coupling is not sufficient. This excess impact energy is then transferred directly to the vehicle undercarriage. This is exposed to extreme loads. In rail vehicles running in such a case, the car body at risk of damage.

From rail vehicle technology (DE-3 632 578 A1) it is known, for example, to arrange energy-consuming devices in the subframe area of rail vehicles in multiple stages. These generally have a reversible energy dissipation device as a primary stage, which is integrated, for example, in the form of a clutch spring in the coupling shaft of a central buffer coupling and which should absorb the shock forces occurring in driving, shunting and coupling operation. The coupling shaft itself can be fastened via a joint and optionally via tear-off on the undercarriage of the car body.

In addition, a second, secondary energy dissipation device for absorbing impact energy resulting from excessive camber impulses is often arranged in the form of two side buffers on the outer edge of the end face of the respective car body. The energy dissipation facilities are designed so that the implementation of the resulting from shunting accidents Aufstoßenergie is accomplished in merging two stages, the first stage is integrated in the central buffer and the second stage of the supporting car body structure is connected upstream.

Another approach (DE 3 228 941 C2) envisages, after exhaustion of the coupling-side energy dissipation device to redirect the residual energy on carcass side energy absorbing elements, such as friction elements, via a predetermined breaking point in the Kupplungsanlenkung. However, this requires that the final force, in which the coupling connection to the car body is achieved by the predetermined breaking point, must be metered very accurately, which is possible only with difficulty in a friction element and in predetermined breaking connections.

The advantage of such a solution, in which the coupling is achieved by means of the response of a predetermined breaking point of the respective car body in the event of a crash, however, is that in an accident the greatest possible calculable energy consumption can be achieved in predictable event sequence, since the central buffer coupling when exceeding a defined level of force is taken from the power flow, and so the collision of the car bodies and the use of the car side Energy absorption elements allowed. As a rule, however, the central buffer coupling is removed from the power flow by shearing the coupling at predetermined breaking points in such a way that larger parts of the coupling take up space for the rearward movement in the undercarriage of the vehicle. In clutch assemblies in which, for example, by the immediate vicinity of a bogie, this space is not present, it will not be possible to use the shear release of the clutch, so as to take the clutch in a crash from the power flow.

The present invention is therefore based on the object, a middle buffer coupling of the type mentioned in such a way that in a crash, i. upon occurrence of extreme impact energies, the coupled clutches are shortened such that the car-side energy absorbing elements of the respective car bodies consume the impact energy transmitted upon impact between the adjacent car bodies without requiring additional space behind the clutch to force the clutch out of the power flow to take.

This object is achieved in a central buffer coupling for rail vehicles of the type mentioned above in that 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, the overload protection a bolt and at least one when exceeding a Has specific response in the longitudinal and / or transverse direction of the coupling shaft responsive overload bolt, wherein the locking pin and the at least one overload bolt are arranged in the axial direction of the coupling shaft one behind the other.

The solution according to the invention has a number of significant advantages over the known from rail vehicle technology and explained above central buffer coupling. By using an overload safety device which responds when a certain force is exceeded, the shearing of the clutch shaft is controlled, thus taking the center-buffer clutch out of the power flow and thus allowing the collision of adjacent, coupled car bodies, then using the respective car-side energy-absorbing elements and reliably reduce the transmitted impact energy. This is a maximum achievable, and in particular calculable energy consumption, at a predictable event sequence. By the response of the overload protection while the connection between the front portion and the rear portion of the coupling shaft portion is released, as a result, the coupled clutch is shortened accordingly. For this purpose, the overload protection may comprise a bolt, which is to be understood as a bolt which is designed so that it does not break or shatter even in a crash, ie in the case when an extreme impact energy is transmitted via the central buffer coupling between adjacent car bodies and continues to serve as a guide pin and link. In addition, it serves as a pivot for a pivoting away of the coupling parts after the response of the overload protection. It is also conceivable to perform two bolts as shear pins, which should respond in chronological succession.

The overload protection further has at least one overload bolt; the overload bolt is a bolt that breaks or shears when exceeding a certain force in the longitudinal and / or transverse direction of the coupling shaft and thereby loses its function as a link. The central buffer coupling according to the invention is designed so that moments of force about two axes, for example the longitudinal and transverse axis of the coupling shaft, are received via the first and the second section while force moments about the remaining axis, for example the vertical axis, over the overload protection, and in particular over the bolt and the overload bolt to be supported. The locking pin and the at least one overload bolt are arranged one behind the other in the direction of the coupling shaft, whereby under certain circumstances a small offset between them must be covered. This reduces the risk of premature response of the shear function of the overload bolt. For this purpose, it is possible to dimension the overload bolt correspondingly stronger than is the case in the presence of two juxtaposed bolts.

Advantageous developments of the invention are specified in the subclaims.

For example, it is provided that the at least one overload bolt in a vertically through the two sections extending round hole, and the locking pin in a vertically extending through the two sections, in the direction of Coupling shaft extending elongated hole are mounted such that after response of the at least one overload bolt, the two sections (first and second section) relative to each other, both in a horizontal plane about the locking pin pivotally about and in the direction of the slot are linearly displaceable. By the bearing of the overload bolt in a hole formed as a round hole is achieved that the overload bolt can accommodate both in the longitudinal and in the transverse direction transmitted via the central buffer coupling between adjacent car bodies force moments. By arranging the fixed bolt in a slot, the bolt can only absorb forces in the transverse direction on the flanks of the slot. This additionally reduces the risk of premature response of the shear function of the overload bolt when lateral forces occur.

Due to the arrangement of the fixed bolt in the slot this additionally assumes the function of a guide by the solid pin after the response of the overload bolt a certain longitudinal movement of the first portion, and thus the front part of the coupling rod allows. The length of this longitudinal movement is determined by the length of the elongated hole. Of course, other embodiments are also conceivable here. It is thus possible, for example, to use a shear clip, tear-off elements, friction elements or a similar device instead of the overload bolt.

In a particularly advantageous implementation of the central buffer coupling according to the invention, the fixed bolt is arranged at a certain distance from the at least one overload bolt. As a result, the transverse forces acting between the fixed bolt and the at least one overload bolt are adjustable, since the span, ie the distance between the bolts, corresponds to a lever length and the respective force components acting on the individual bolts depend on the lever length according to the lever law. In particular, it is thus possible to keep the lateral forces acting on the fixed bolt and the at least one overload bolt as small as possible. This allows - in addition to the appropriate dimensioning of the overload bolt - a very accurate setting regarding the response of the shearing function.

In a preferred embodiment of the central buffer coupling according to the invention it is provided that one of the two sections is fork-shaped and the corresponding other portion is tongue-shaped, wherein the fork-shaped portion receives the tongue-shaped portion. The portion of the coupling shaft is thus formed in two parts, wherein the fork-shaped and the tongue-shaped portion are inserted into each other and connected by means of the fixed bolt and at least one overload bolt, wherein the locking pin and the at least one overload bolt are arranged in the direction of the coupling shaft one behind the other. This embodiment represents a particularly easy to implement and thereby very effective implementation of the central buffer coupling according to the invention. Of course, however, other embodiments are conceivable here.

In order to achieve that the occurring during normal driving and maneuvering, transmitted between adjacent car bodies impact energies are absorbed and absorbed by the central buffer coupling, the coupling shaft is equipped with at least one integrated in the coupling shaft, regenerative energy absorbing member in a particularly advantageous manner. It is provided that this energy absorbing element is either a spring element or another regenerative energy absorption system, for example a system based on gas-hydraulic. A damping effect is achieved by compression of the spring element or of the gas (in correspondingly provided gas chambers). In the case when the energy dissipation system is based on a hydraulic function, a dynamic damping effect is also conceivable in which the tensile and compressive forces are reliably absorbed by throttled overflow of fluid within a chamber. Those energy absorbing elements are known from the prior art and will not be described in detail here. For more details, for example, reference is made to the principle of operation and the associated advantages of the Applicant's TwinStroke® buffer.

Further preferably, a guide is provided to guide the two sections after the response of the at least one overload bolt with a pivoting movement in a horizontal plane around the locking bolt around, and / or order to lead the two sections after the response of the at least one overload bolt in a running in the direction of the slot, relative linear movement. As a possible realization of this guide, for example provided on at least one of the two sections bevels in question, which provide for a lateral sliding of the dissolved first portion of the coupling. Thus, a combined linear and rotational movement of the coupling head after the response of the overload protection is possible, so as to shorten the coupled clutch in the event of a crash. The advantage of this embodiment is, in particular, that the shortening of the coupling takes up no space behind the screwing plane of the coupling to the car bodies. Of course, other embodiments are conceivable, in particular for the embodiments of the guide.

In a particularly advantageous embodiment, it is provided that the coupling shank has a front shaft part carrying the coupling head of the central buffer coupling and a rear shaft part hinged horizontally on the frame of the rail vehicle, wherein both shaft parts are connected to one another by a vertical connecting bolt and are pivotable relative to one another about these connecting bolts wherein the portion formed from the first and second sections is integrated in the front shaft part and / or in the rear shaft part. By dividing the coupling shaft in a front and a rear shaft part, which are pivotally connected to each other, it is possible to swing the coupling head when not in use in the vehicle profile, so that a risk to other road users by the otherwise the rail vehicle frontally superior coupling head can be avoided can. Due to the inventive integration of the overload protection having portion in the front shaft portion and / or rear shaft portion is achieved in an advantageous manner that the response of the overload bolt, the first portion of the coupling shaft is forced upon abutment against the second portion in a rotational movement, which is a largely force-free buckling of both connected couplings result. Ideally, the overload bolts of both clutches respond together, so that they fold together in a Z-shape; but also unilateral response leads advantageously to an L-shaped folding.

In a further development of the aforementioned preferred embodiment, it is provided that one of the two shaft parts in the joint region with one upper and one lower fork leg engages over the other shaft part like a fork, wherein the two shaft parts in their mutually stretched position in which the coupling head outside Vehicle profile is detected by a locking device to form a rigid coupling shaft against each other, and wherein the front shaft portion after releasing the locking device is pivotable in a position in which the coupling head is located within the vehicle profile.

Preferably, the front shaft part is pivotable against the rear shaft part by about 120 °. Of course, other degrees angle ranges are possible here as well.

In the following a preferred embodiment of the invention will be explained in more detail with reference to the drawings.

Fig. 1

eine bevorzugte Ausführungsform der erfindungsgemäßen Mittelpufferkupplung im ungekuppelten und gestreckten Zustand;

Fig. 2

die Mittelpufferkupplung gemäß Fig. 1 im ungekuppelten und verschwenkten Zustand;

Fig. 3

die Mittelpufferkupplung gemäß Fig. 1 im gekuppelten Zustand vor dem Ansprechen der Überlastsicherung; und

Fig. 4

die Mittelpufferkupplung gemäß Fig. 1 im gekuppeltem Zustand nach dem Ansprechen der Überlastsicherung.

Show it:

Fig. 1

a preferred embodiment of the central buffer coupling according to the invention in the uncoupled and extended state;

Fig. 2

the central buffer coupling of Figure 1 in the uncoupled and pivoted state.

Fig. 3

the central buffer coupling of Figure 1 in the coupled state before the overload protection; and

Fig. 4

the central buffer coupling of FIG. 1 in the coupled state after the response of the overload protection.

Fig. 1 shows a preferred embodiment of the central buffer coupling according to the invention in the uncoupled and extended state. The coupling shaft 2 of the central buffer coupling consists of a front shaft portion 15 supporting the coupling head 1 at its front end 3 and a rear shaft portion 16 hinged horizontally on the undercarriage or frame 5 of the rail vehicle. The front shaft portion 15 is at the free end as a clevis formed with upper and lower fork legs, the fork legs receive the rear shaft portion 16 between them. By means of a connecting pin 17 by clevis and shaft portion 16, the front shaft portion 15 and the rear shaft portion 16 are connected to each other such that the front shaft portion 15 relative to the rear shaft portion 16 is horizontally pivotable.

Fig. 2 shows the central buffer coupling according to FIG. 1 in the uncoupled and pivoted state.

The reference numeral 18 denotes a locking device, which enables a play-free locking of the two shaft parts 15 and 16 against each other. The release of the locking device 18 is effected by actuating the lever 21, whereby the engagement of the not further explained in this description locking device 18 is released and the front shaft member 15 is pivotable about the connecting pin 17. In the exemplary embodiment, an interlocking of the front shaft part 15 against the rear shaft part 16 is provided by approximately 120 °.

In the rear shaft portion 16, a regenerative energy absorbing member 19 is further integrated. This is an energy absorption system based on gas-hydraulic, wherein a damping effect is created by compression of the gas contained in the energy absorbing member 19. As a result, tensile and compressive forces that occur during normal driving in the coupled state, reliably absorbed and absorbed. Of course, it is also possible to use an energy dissipation member 19 with friction springs. However, the advantage of a gas-based energy dissipation system is that the energy dissipation member 19 has an extremely small overall size, reduced weight, and few wearing parts. 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 is not subjected to compressive stress in the embodiment shown, the energy dissipation member 19 is in a neutral position.

In the front shaft part 15, 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 bolt 11 thus justify the overload protection in the illustrated preferred embodiment of the central buffer coupling. It is envisaged that the overload bolt 11 is mounted 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, extending in the direction of the coupling shaft 2 slot 14. An essential aspect of the present invention is now to design the overload protection such that the fixed bolt 10 and the overload pin 11 are arranged one behind the other.

In operation, 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 and the moments of force about the vertical axis via the two bolts 10, 11 supported. The fact that the overload pin 11, as shown, in a round hole 13, he can absorb forces in both the longitudinal and transverse direction. 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. Thus, the overload protection responds much more sensitive 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 locking pin 10.

Due to the fact that the overload protection with respect to occurring lateral forces compared to longitudinal forces occurring is much more robust or unsensibler, it is achieved that the overload protection actually responds only in a crash, i. in a case where an extreme impact between adjacent coupled car bodies is transmitted via the coupling shaft 2, which extends predominantly in the longitudinal direction or in the axial direction 20. In situations such as when coupling together in a curve, wherein the side surfaces of each coupling head 1 to be coupled first touch and thus caused by the coupling shock bending moment about the vertical axis, is arranged by the bolt 10 behind the overload bolt 11, a premature response of the overload protection prevented.

The risk of premature response of the shearing function is further reduced by the fact that the overload pin 11 receives the entire longitudinal force and is dimensioned accordingly. Due to the design (material, shape, thickness, etc.) of the overload bolt 11, the response of the shearing function of the overload protection can be set very accurately. Of course, it is also conceivable here, however, that instead of a single overload bolt 11, as is the case in the illustrated preferred embodiment of the central buffer coupling according to the invention, several overload bolts 11 are used, which are either arbitrarily grouped or individually integrated in series in the section 6 ,

The span, that is, the distance between the fixed bolt 10 and the overload bolt 11, is preferably adapted to the respective conditions, wherein a greater span between the two bolts 10, 11 further reduces the transverse forces between them due to the law of levers.

Fig. 3 shows the central buffer coupling according to the Fig. 1 in the coupled state before the response of the overload protection. It can be seen from this illustration that the energy dissipation member 19 integrated in the rear shaft part 16 is provided as a primary stage in the overall 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 also possible to use the energy absorbing member 19 in the front shaft portion 15 of the coupling shaft 2, in addition to or instead of the integration in the rear shaft portion 16th

The reversible energy dissipation device 19, which is used as the primary stage, serves to absorb the impact forces which occur in the driving and maneuvering mode and which are transmitted between the respective vehicle bodies via the coupled central buffer coupling.

As shown in dashed lines in Fig. 3, a second, secondary energy dissipation device for absorbing impact impulses resulting from excessive impulses is provided in the form of a shock bar 22 which is arranged on the end face of the respective car body. Of course, instead of a Stößbügels 22 also another force introduction element, e.g. a reset buffer causing further shock and energy dissipation.

When the front shaft part 15 and the rear shaft part 16 of the coupling shaft 2 are in their mutually stretched position, the coupling head 1, as shown, outside the vehicle profile, which is determined by the bumper 22. It is provided that after releasing the locking device 18 of the front shaft portion 15 is pivotable in a position in which the coupling head 1 is located within the vehicle profile. This pivoted position is shown in FIG. 2, but omitting an indication of the vehicle profile or bumper 22 for the purpose of clarity.

As bumper 22 all baffle elements come into question, which can be optionally equipped with further shock-absorbing elements.

In the event of a crash, it is now necessary to remove the center-buffer coupling from the power flow transmitted between adjacent coupled car bodies, thus allowing the respective car bodies to collide against their bumpers 22 and to use the secondary energy-absorbing elements. The removal of the central buffer coupling from the power flow is important to to allow in an accident a maximum achievable, and in particular calculable energy consumption by the bumper 22 and also a predictable event sequence.

Fig. 4 shows the central buffer coupling according to FIG. 1 in the coupled state after the response of the overload protection. As can be seen, after the overload protection has responded, the connection of the first and second sections 7, 8 of the section 6 given by the overload bolt 11 has come to an end. After the overload protection has responded, i. after the breaking or shearing of the overload bolt 11, the front shaft part 15, at the front end 3 of which the coupling head 11 is fastened, slides laterally off, with the fixing bolt 10 inserted in the slot 14 serving as the axis of rotation. In this case, provide guides 12 on both parts 7, 8 of the overload protection for a defined lateral sliding of each dissolved first part 7 of the clutch. In the preferred embodiment shown in the figures, these guides 12 are implemented in the shape of bevels.

As can further be seen from FIG. 4, the primary energy dissipation members 19 integrated in the coupling shaft 2 of the respective central buffer couplings are in a compressed state in which the energy absorbing elements have been exhausted. The slot 14 of the fixed bolt 10, which serves as a guide pin after the response of the overload protection, allows a certain longitudinal movement of the first portion 7 of the coupling shaft 2. By the appropriate geometry while the first portion 7 is forced upon abutting the second portion 8 in a rotational movement , which has a largely force-free buckling of both connected couplings result. Ideally, the overload bolts 11 of the two clutches respond together, so that they then fold in a Z-shape, as shown in FIG. 4.

In other words, this means that shorten by a combined linear and rotational movement of the coupling head 1, the two coupled clutches in a crash, without space behind the screwing or behind the frame 5 is claimed.

LIST OF REFERENCE NUMBERS

1

coupling head

2

coupling shaft

3

Front end of the coupling shaft

4

Rear end of the coupling shaft

5

frame

6

(Shearing) section

7

first part

8th

second part

10

deadbolt

11

Overload bolt

12

guide

13

round hole

14

Long hole

15

Front shaft part

16

Behind the shaft part

17

connecting bolts

18

locking device

19

Energy dissipating member

20

Axial direction

21

lever

22

bumper bar

Claims (9)

1. Central buffer coupling for rail vehicles, with a coupling head (1) and a coupling shaft (2) which bears the coupling head (1) at its front end (3), and whose rear end (4) is horizontally pivotally attached to the frame (5) of the rail vehicle,
   characterised in that
   one section (6) of the coupling shaft (2) consists of a first part (7) and a second part (8) which are connected to each other by means of an overload safety device (10, 11), whereby the overload safety device (10, 11) has a fixed pin (10) and at least one overload pin (11) which is actuated when a particular release load is exceeded in a longitudinal or transverse direction to the coupling shaft (2), whereby the fixed pin (10) and at least one overload pin (11) are located behind each other axially (20) to the coupling shaft (2).
2. Central buffer coupling according to Claim 1,
   characterised in that
   at least one overload pin (11) rests in a round hole (13) which runs vertically through the two parts (7, 8), and the fixed pin (10) rests in an oblong hole (14) which runs vertically through the two parts (7, 8) in the direction of the coupling shaft (2) in such a way that when at least one overload pin (11) is actuated, the two parts (7, 8) can be pivoted relative to each other in a horizontal plane around the fixed pin (10) and also linearly in the direction of the oblong hole (14).
3. Central buffer coupling according to Claim 1 or 2,
   characterised in that
   the fixed pin (10) is located at a set distance from at least one overload pin (11).
4. Central buffer coupling according to any of the foregoing Claims,
   characterised in that
   one of the two parts (7, 8) is forked and the other corresponding part (8, 7) is tongue-shaped, whereby the tongue-shaped part (8, 7) fits into the fork-shaped part (7, 8).
5. Central buffer coupling according to any of the foregoing Claims,
   characterised by
   at least one integrated, regenerative energy dissipation member (19) in the coupling shaft (2) which absorbs the impact energy which is transmitted during normal operation via the central buffer coupling between adjacent wagons.
6. Central buffer coupling according to any of the foregoing Claims,
   characterised by
   a guide (12) which, when at least one overload pin (11) is actuated, conveys the two parts (7, 8) with a pivotal movement in a horizontal plane around the fixed pin (10) and/or conveys the two parts (7, 8) with a relative linear movement in the direction of the oblong hole (14).
7. Central buffer coupling according to any of the foregoing Claims,
   characterised in that
   the coupling shaft (2) has a front shaft section (15) which holds the coupling head (1) of the central buffer coupling, and a rear shaft section (16) horizontally pivotally attached to the frame (5) of the rail vehicle, whereby both shaft sections (15, 16) are connected to each other by means of a connecting pin (17) and pivot with respect to each other around this connecting pin (17), whereby the portion (6) formed by the first and second parts (7, 8) is integrated in the front shaft section (15) and/or the rear shaft section (16).
8. Central buffer coupling according to Claim 7,
   characterised in that
   one of the two shaft sections (15; 16) overlaps the other shaft section (16; 15) in the area of the joint with at least one upper and one lower fork shank, whereby, when the two shaft sections (15, 16) are aligned towards each other so that the coupling head (1) is outside the vehicle profile, the shaft sections (15, 16) can be fixed in position by means of a clamping device (18) creating a rigid coupling shaft (2), and whereby the front shaft section (15) can be pivoted when the clamping device (18) is released to a position in which the coupling head (1) is located inside the vehicle profile.
9. Central buffer coupling according to Claim 8,
   characterised in that
   the front shaft section (15) can be pivoted with respect to the rear shaft section (16).

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