EP1535816B1 - Attelage central pour véhicules ferroviaires - Google Patents

Attelage central pour véhicules ferroviaires Download PDF

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Publication number
EP1535816B1
EP1535816B1 EP04020684A EP04020684A EP1535816B1 EP 1535816 B1 EP1535816 B1 EP 1535816B1 EP 04020684 A EP04020684 A EP 04020684A EP 04020684 A EP04020684 A EP 04020684A EP 1535816 B1 EP1535816 B1 EP 1535816B1
Authority
EP
European Patent Office
Prior art keywords
coupling
shaft
central buffer
overload
pin
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 - Fee Related
Application number
EP04020684A
Other languages
German (de)
English (en)
Other versions
EP1535816A1 (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
Expired - Fee Related legal-status Critical Current
Anticipated expiration legal-status Critical

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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 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.
  • a central buffer coupling is known from EP-A 1 129 920.
  • 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 Aufier energie 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • it serves as a pivot for a pivoting away of the coupling parts after the response of the overload protection.
  • 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.
  • 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.
  • the fixed bolt is arranged at a certain distance from the at least one overload bolt.
  • 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.
  • 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.
  • the coupling shaft is equipped with at least one integrated in the coupling shaft, regenerative energy absorbing member in a particularly advantageous manner.
  • 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).
  • 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.
  • 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.
  • 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.
  • 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.
  • other embodiments are conceivable, in particular for the embodiments of the guide.
  • 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.
  • 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.
  • 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.
  • 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.
  • the front shaft part is pivotable against the rear shaft part by about 120 °.
  • other degrees angle ranges are possible here as well.
  • 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.
  • 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.
  • an interlocking of the front shaft part 15 against the rear shaft part 16 is provided by approximately 120 °.
  • 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.
  • tensile and compressive forces that occur during normal driving in the coupled state, reliably absorbed and absorbed.
  • an energy dissipation member 19 with friction springs.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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 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 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • a shock bar 22 which is arranged on the end face of the respective car body.
  • another force introduction element e.g. a reset buffer causing further shock and energy dissipation.
  • the coupling head 1 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.
  • baffle elements As bumper 22 all baffle elements come into question, which can be optionally equipped with further shock-absorbing elements.
  • Fig. 4 shows the central buffer coupling according to FIG. 1 in the coupled state after the response of the overload protection.
  • 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.
  • 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.
  • these guides 12 are implemented in the shape of bevels.
  • 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.
  • the overload bolts 11 of the two clutches respond together, so that they then fold in a Z-shape, as shown in FIG. 4.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Vibration Dampers (AREA)

Claims (9)

  1. Attelage central pour véhicules ferroviaires comportant une tête d'attelage (1) et une queue d'attelage (2) qui porte la tête d'attelage (1) à son extrémité avant (3) et dont l'extrémité arrière (4) est articulée sur le châssis (5) du véhicule ferroviaire de manière à pivoter horizontalement,
    caractérisé en ce que
    une section (6) de la queue d'attelage (2) est constituée d'une première pièce partielle (7) et d'une deuxième pièce partielle (8) qui sont reliées l'une à l'autre au moyen d'une sûreté anti-surcharge (10, 11), la sûreté anti-surcharge (10, 11) comportant un boulon fixe (10) et au moins un boulon de surcharge (11) réagissant en cas de dépassement d'une force de réaction déterminée dans la direction longitudinale et/ou transversale de la queue d'attelage (2), le boulon fixe (10) et le au moins un boulon de surcharge (11) étant disposés l'un derrière l'autre dans la direction axiale (20) de la queue d'attelage (2).
  2. Attelage central selon la revendication 1,
    caractérisé en ce que
    le au moins un boulon de surcharge (11) est logé dans un trou rond (13) s'étendant verticalement à travers les deux pièces partielles (7, 8), et le boulon fixe (10) est logé dans un trou oblong (14) s'étendant verticalement à travers les deux pièces partielles (7, 8) s'étendant dans la direction de la queue d'attelage (2), de telle façon qu'après la réponse du au moins un boulon de surcharge (11) les deux pièces partielles (7, 8) sont capables, l'une par rapport à l'autre, aussi bien de pivoter dans un plan horizontal autour du boulon fixe (10) que de se déplacer en translation linéaire dans la direction du trou oblong (14).
  3. Attelage central selon la revendication 1 ou 2,
    caractérisé en ce que
    le boulon fixe (10) est disposé à une distance déterminée du au moins un boulon de surcharge (11).
  4. Attelage central selon l'une des revendications précédentes,
    caractérisé en ce que
    l'une des deux pièces partielles (7 ; 8) est réalisée en forme de fourche et l'autre pièce partielle (8 ; 7) correspondante est réalisée en forme de patte, la pièce partielle (7 ; 8) réalisée en forme de fourche recevant la pièce partielle (8 ; 7) réalisée en forme de patte.
  5. Attelage central selon l'une des revendications précédentes,
    caractérisé par
    au moins un organe de consommation d'énergie (19) rechargeable, intégré dans la queue d'attelage (2) pour absorber l'énergie de choc qui est transmise par l'intermédiaire de l'attelage central entre deux châssis de wagons voisins, du fait des chocs normaux se produisant en service de conduite normal.
  6. Attelage central selon l'une des revendications précédentes,
    caractérisé par
    un guidage (12) destiné à guider les deux pièces partielles (7, 8) après la réponse du au moins un boulon de surcharge (11) avec un mouvement de pivotement dans un plan horizontal autour du boulon fixe (10), et/ou pour guider les deux pièces partielles (7, 8) après la réponse du au moins un boulon de surcharge (11) dans un mouvement linéaire relatif s'étendant dans la direction du trou oblong (14).
  7. Attelage central selon l'une des revendications précédentes,
    caractérisé en ce que
    la queue d'attelage (2) comporte une partie de queue avant (15) portant la tête d'attelage (1) de l'attelage central et une partie de queue arrière (16) articulée sur le châssis (5) du véhicule ferroviaire de manière à pivoter horizontalement, les deux parties de queue (15, 16) étant reliées l'une à l'autre par un boulon de liaison (17) et étant capables de pivoter l'une par rapport à l'autre autour de ce boulon de liaison (17), la section (6) constituée de la première et de la deuxième pièces partielles (7, 8) étant intégrée dans la partie de queue avant (15) et/ou la partie de queue arrière (16).
  8. Attelage central selon la revendication 7,
    caractérisé en ce que
    l'une des deux parties de queue (15 ; 16) vient en prise à la manière d'une tête de fourche sur l'autre partie de queue (16 ; 15) avec respectivement au moins une branche de fourche supérieure et une branche de fourche inférieure, les deux parties de queue (15, 16) dans leur position étendue l'une par rapport à l'autre, dans laquelle la tête d'attelage (1) se situe en dehors du profil du véhicule, pouvant être immobilisées l'une par rapport à l'autre par l'intermédiaire d'un dispositif de blocage (18) en formant une queue d'attelage fixe (2), et la partie de queue avant (15) après déblocage du dispositif de blocage (18) étant capable de pivoter dans une position dans laquelle la tête d'attelage (1) se situe à l'intérieur du profil du véhicule.
  9. Attelage central selon la revendication 8,
    caractérisé en ce que
    la partie de queue avant (15) est capable de pivoter contre la partie de queue arrière (16).
EP04020684A 2003-11-28 2004-08-31 Attelage central pour véhicules ferroviaires Expired - Fee Related 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 EP1535816A1 (fr) 2005-06-01
EP1535816B1 true EP1535816B1 (fr) 2006-07-12

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Family Applications (1)

Application Number Title Priority Date Filing Date
EP04020684A Expired - Fee Related 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)

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ATE370044T1 (de) * 2005-05-03 2007-09-15 Voith Turbo Scharfenberg Gmbh Mittelpufferkupplung für schienenfahrzeuge
DK1719686T3 (da) 2005-05-06 2007-10-29 Voith Turbo Scharfenberg Gmbh Adskillelig midtercentreringskobling
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
MX363779B (es) 2013-03-22 2019-04-03 Wabtec Holding Corp Dispositivo de colocación de acoplador automatizado.
GB2517986B (en) 2013-09-09 2015-07-22 T A Savery & Co Ltd A coupler
PL2999609T3 (pl) * 2013-09-27 2020-03-31 Siemens Mobility GmbH Pojazd szynowy z całkowicie wsuwającym się sprzęgiem
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

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Also Published As

Publication number Publication date
US20050145591A1 (en) 2005-07-07
DE502004000950D1 (de) 2006-08-24
DE10355640B3 (de) 2004-11-04
US7490729B2 (en) 2009-02-17
EP1535816A1 (fr) 2005-06-01
PL1535816T3 (pl) 2006-12-29

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