EP1594731B1 - Fahrzeug, insbesondere schienenfahrzeug, mit rückziehbarer kupplung - Google Patents

Fahrzeug, insbesondere schienenfahrzeug, mit rückziehbarer kupplung Download PDF

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Publication number
EP1594731B1
EP1594731B1 EP04708798A EP04708798A EP1594731B1 EP 1594731 B1 EP1594731 B1 EP 1594731B1 EP 04708798 A EP04708798 A EP 04708798A EP 04708798 A EP04708798 A EP 04708798A EP 1594731 B1 EP1594731 B1 EP 1594731B1
Authority
EP
European Patent Office
Prior art keywords
vehicle
carriage
drawbar
coupling device
coupling rod
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
EP04708798A
Other languages
English (en)
French (fr)
Other versions
EP1594731A1 (de
Inventor
Frédéric Résidence Océane HALLONET
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.)
Alstom Transport Technologies SAS
Original Assignee
Alstom SA
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Alstom SA filed Critical Alstom SA
Publication of EP1594731A1 publication Critical patent/EP1594731A1/de
Application granted granted Critical
Publication of EP1594731B1 publication Critical patent/EP1594731B1/de
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D15/00—Other railway vehicles, e.g. scaffold cars; Adaptations of vehicles for use on railways
    • B61D15/06—Buffer cars; Arrangements or construction of railway vehicles for protecting them in case of collisions
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
    • B61G7/00—Details or accessories
    • B61G7/08—Adjustable coupling heads

Definitions

  • the invention relates to a railway vehicle having an end equipped with a coupling device.
  • Such hitching devices usually comprise a drawbar provided with a hooking head which protrudes from the end structure of the vehicle, the attachment head possibly being covered with a cover to improve the aesthetics of the vehicle when the coupling device is not used.
  • the coupling bar of such devices can be connected to an end structure of the vehicle by connecting means as described in DE 197 196 46, allowing a displacement of said drawbar between a retracted position and a deployed position.
  • an object of the present invention is therefore to provide a vehicle having an end provided with a coupling device which overcomes these disadvantages and which is simple and economical to achieve.
  • the subject of the invention is a rail vehicle, comprising an end equipped with a coupling device, the coupling device comprising a drawbar equipped with a coupling head, said bar of hitch is connected to an end structure of the vehicle by connecting means for moving the drawbar between a retracted position and an extended position, characterized in that the vehicle has at least one energy absorbing element for damping a shock and that, in the retracted position, the attachment head is recessed or at the face of the nearest energy absorber element from the end of the vehicle.
  • Figures 1 to 3 show, in part, an end structure 10 of a tramway equipped with a coupling device 1 according to a particular embodiment of the invention.
  • the end structure 10 comprises a frame 11 intended to be arranged in front of the cab of the tram, this frame 11 comprising a tunnel in its lower part in which is arranged the coupling device 1 and having a front face for supporting two boxes 12 energy absorbers arranged on either side of the coupling device 1, only one of these cooking 12 being shown in Figures 1 and 2.
  • the coupling device 1 comprises a drawbar 2 centered on the longitudinal axis of the vehicle and having a front end provided with an attachment head 3, the rear end of the drawbar 2 being connected by a pivot connection 4 to the front face of a carriage 5 slidable relative to the frame 11.
  • Figures 2 and 3 show the drawbar 2 in the retracted position.
  • the carriage 5 comprises two lateral faces each having a groove 5a extending longitudinally to the axis of the vehicle, these grooves 5a receiving a transverse axis 6 extending over the entire width of the carriage 5 and whose diameter is adapted to allow the sliding of the transverse axis 6 in the grooves 5a.
  • the ends of the transverse axis 6 comprise a finger 6a inserted in a slide 7 consisting of a longitudinal groove formed on the frame 11.
  • the transverse axis 6 is integral with two longitudinal arms 8 passing through the rear face of the carriage 5 at two openings, the two arms 8 being connected to a drive plate 9 extending parallel to the rear face of the carriage 5 and supporting an electric motor 20 driving a pinion 20a engraining on a rack 21 ' extending longitudinally to the axis of the vehicle.
  • Springs 8a are interposed between the drive plate 9 and the rear face of the carriage 5, these springs 8a extending around the arms 8 and having a rest length greater than the length of the arms 8 so that the springs 8a exert a force tending permanently to move the drive plate 9 away from the rear face of the carriage 5.
  • Figure 4 shows the drawbar 2 in the deployed position and in particular the locking system ensuring the immobilization of the drawbar 2 in this position.
  • the front face of the frame 11 supports a sleeve 13 for guiding the carriage 5 which is fixed to the frame 11 by screws 14 of shear, these screws 14 being provided to break under a shearing force corresponding to a significant shock.
  • the sleeve 13 comprises two lateral walls each supporting a locking cam 15 constituted by a plate attached to the outer face of the side wall, each side wall of the sleeve 13 having two fingers 13a inserted in a groove 15a of the locking cam 15, thus allowing longitudinal sliding of the locking cam 15 with respect to the longitudinal wall of the sleeve 13.
  • the locking cams 15 also comprise two convergent grooves 15b receiving the cylindrical ends 16a of locking bars 16 extending transversely between the two side walls of the sleeve 13.
  • the grooves 15b of the locking cams 15 are arranged in such a way that the two The locking bars 16 are respectively above and below the upper and lower faces of the carriage 5 when the locking cams 15 are in a retracted position relative to the sheath 13 and are respectively below and above the upper and lower faces of the carriage 5 when the locking cams 15 are in an advanced position.
  • the side walls of the sleeve 13 comprise vertical guide grooves 13b in which the locking bars 16 can slide, the latter having at this point a triangular section.
  • the side walls of the sleeve 13 also comprise a guide groove 13c extending the slideway 7 of the frame 11 and receiving the fingers 6a of the transverse axis 6 carried by the carriage 5 when the latter is in an advanced position.
  • the side walls of the carriage 5 comprise two triangular shaped notches 5b into which the locking bars 16 when the latter are in the close position.
  • the locking cams 15 comprise a groove 15c of short length open on the rear of the cam 15, this groove 15c extending longitudinally at the height of the guide groove 13c of the side walls of the sheath 13.
  • the groove 15c receives the finger 6a of the transverse axis 6 carried by the carriage 5 when the latter is in the advanced position, the cam 15 supporting a latch 17 pivoting about an axis 17a, a portion of which is placed behind the finger 6a when the latter is at the bottom of the groove 15c so that the displacement of the cams 15 becomes integral with the displacement of the transverse axis 6 of the carriage 5 in the two directions of movement of the latter.
  • Figure 3 shows the drawbar 2 in the retracted position.
  • the front end of the attachment head 3 is substantially at the front end of the energy-absorbing caissons 12 and the carriage 5 is in a retracted position on the slideway 7, the springs 8a connecting the drive plate 9 to the carriage 5 being expanded so that the transverse axis 6 is rearwardly abutting in the groove 5a of the carriage 5.
  • the electric motor 20 When it is necessary to deploy the drawbar 2, the electric motor 20 is energized to cause, by the rotation of the pinion 20a on the rack 21, the displacement of the drive plate 9 and the carriage 5 towards the front end of the vehicle.
  • the drive plate 9 pushes the carriage 5 through the springs 8a, the latter being calibrated to remain relaxed when they oppose the friction forces only opposing the movement of the carriage 5 so that in this phase of displacement the transverse axis 6 remains in rear abutment in the groove 5a of the carriage 5.
  • FIG. 7 shows the locking system at the moment when the carriage 5 is blocked by the stop 19. At this moment, the fingers 6a of the transverse axis 6 are engaged at the bottom of the groove 15c of the locking cams 15 and the advancement of the transverse axis 6 under the effect of the thrust of the electric motor 20 causes the forward displacement of the locking cams 15.
  • the forward movement of the transverse axis 6 is accompanied by the release of the latch 17 which was held open by a stop 18 secured to the front face of the frame 11, the latch 17 coming down, for example under the effect of a return spring, on the finger 6a of the transverse axis 6 in order to make the displacement of the locking cams 15 integral with the displacement of the transverse axis 6, in particular in the phase of return back of the transverse axis 6.
  • the displacement of the locking cams 15 is accompanied by the sliding of the cylindrical ends 16a of the locking bars 16 through the grooves 15b which causes the locking bars 16 to come together, the latter moving vertically, being guided by the vertical grooves 13b of the side walls of the sleeve 13 to abut at the bottom of the notches 5b of the carriage 5 as shown in Figure 8.
  • the carriage 5 is immobilized longitudinally by the locking bars 16 and the supply of the electric motor 20 is cut off, for example by means of an end-of-travel detector on the rack 21.
  • the coupling device 1 is then in an extended position as shown in FIG. 3 hooking then overflowing largely from the front end of the caissons 12 energy absorbers.
  • the drawbar; 2 When it is no longer necessary to use the coupling device 1, the drawbar; 2 is returned to the retracted position by supplying the electric motor in reverse order in order to retract the transverse axis 6, the latter causing, by means of the latch 17, the displacement of the locking cams 15 towards the rear.
  • the locking bars 16 are then spaced apart from each other, the springs 8a relax and then the latch 17 is opened when it comes into contact with the stop 18, thus disengaging the displacement towards the rear of the transverse axis 6 of the displacement of the locking cams 15.
  • the transverse axis 6 comes into rear stop in the groove 5a of the carriage 5 and drives the carriage 5 and thus the drawbar 2 backwards until the attachment head 3 is at or away from the front end of the boxes 12 energy absorbers, this position can for example be detected by a limit switch on the rack 21.
  • Such a vehicle has the advantage of having a coupling device that does not disturb the deformation of the energy-absorbing caissons when the drawbar is in the retracted position.
  • the drawbar will decline until the coupling head comes into contact with the guide sleeve, or will be released from the frame by breaking the screws of shear fixing the guiding sheath, and this without risk that the drawbar is projected transversely to the vehicle since the energy-absorbing caissons and the tunnel receiving the coupling device will longitudinally guide the drawbar.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Vibration Dampers (AREA)
  • Vehicle Cleaning, Maintenance, Repair, Refitting, And Outriggers (AREA)
  • Vehicle Interior And Exterior Ornaments, Soundproofing, And Insulation (AREA)

Claims (6)

  1. Schienenfahrzeug, mit einem Ende, das ausgerüstet ist mit einer Kupplungseinrichtung (1), welche Kupplungseinrichtung (1) eine Kupplungsstange (2) umfaßt, die versehen ist mit einem Fangkopf (3), welche Kupplungsstange verbunden ist mit einer Endstruktur (10) des Fahrzeugs durch Verbindungsmittel, die eine Verschiebung der Kupplungsstange (2) zwischen einer rückgezogenen Position und einer ausgefahrenen Position gestatten, dadurch gekennzeichnet, dass das Fahrzeug wenigstens ein Element (12) zum Absorhieren von Energie aufweist, das bestimmt ist, einen Stoß zu dämpfen, und dass der Fangkopf (3) in der zurückgezogenen Stellung, sich eingezogen oder in Höhe des Energiedämpfungselement (1.2) befindet, das dem Ende des Fahrzeugs am nächsten liegt.
  2. Fahrzeug nach Anspruch 1, dadurch gekennzeichnet, dass in der ausgefahrenen Position des Fangkopfs (3) über das Energieabsorptionselements (12) vorspringt.
  3. Fahrzeug nach einem der Ansprüche 1 bis 2, dadurch gekennzeichnet, dass das Fahrzeug wenigstens zwei Energieabsorptionskästen (12) auf beiden Seiten der Kupplungsstange (2) aufweist.
  4. Fahrzeug nach einem der Ansprüche 1 bis 3, dadurch gekennzeichnet, dass die verbindungsmittel Befeatigungselemente (14) umfassen, die lösbar sind und es gestatten, dass bei einem Stoß die Kupplungsstange (2) der Endstruktur (10) des Fahrzeugs gelöst wird.
  5. Fahrzeug nach einem der Ansprüche 1 bis 4, dadurch gekennzeichnet, dass das Ende der Kupplungsstange (2) gegenüber dem Fangkopf (3) über eine Schwenkverbindung (4) mit einem Schlitten (5) verbunden ist, der seinerseits über eine Gleitverbindung (7) mit der Endstruktur (10) des Fahrzeugs in Verbindung steht.
  6. Fahrzeug nach. Anspruch 5, dadurch gekennzeichnet, dass der Schlitten (5) einen Motor (20) umfaßt, der mit einer Zahnstange (21) zusammenwirkt, die durch die Endstruktur (10) getragen Wird und somit die Kupplungsstange (2) in Längsrichtung des Fahrzeugs verschiebt.
EP04708798A 2003-02-12 2004-02-06 Fahrzeug, insbesondere schienenfahrzeug, mit rückziehbarer kupplung Expired - Lifetime EP1594731B1 (de)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
FR0301670 2003-02-12
FR0301670A FR2850930B1 (fr) 2003-02-12 2003-02-12 Vehicule, notamment ferroviaire, comportant une extremite equipee d'un dispositif d'attelage
PCT/FR2004/050051 WO2004074065A1 (fr) 2003-02-12 2004-02-06 Vehicule, notamment ferroviaire, comportant dispositif d'attelage retractable

Publications (2)

Publication Number Publication Date
EP1594731A1 EP1594731A1 (de) 2005-11-16
EP1594731B1 true EP1594731B1 (de) 2006-11-22

Family

ID=32731981

Family Applications (1)

Application Number Title Priority Date Filing Date
EP04708798A Expired - Lifetime EP1594731B1 (de) 2003-02-12 2004-02-06 Fahrzeug, insbesondere schienenfahrzeug, mit rückziehbarer kupplung

Country Status (8)

Country Link
EP (1) EP1594731B1 (de)
CN (1) CN100377948C (de)
AT (1) ATE345963T1 (de)
DE (1) DE602004003344T2 (de)
ES (1) ES2276277T3 (de)
FR (1) FR2850930B1 (de)
PT (1) PT1594731E (de)
WO (1) WO2004074065A1 (de)

Families Citing this family (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP4845688B2 (ja) * 2006-11-21 2011-12-28 株式会社日立製作所 車両
PT1955918E (pt) 2007-02-08 2009-07-16 Voith Patent Gmbh Engate central automático de amortecimento
DE102011077780A1 (de) * 2011-06-17 2012-12-20 Bombardier Transportation Gmbh Crashabsorberanordnung für ein Schienenfahrzeug, insbesondere für eine Straßenbahn
JP5877571B2 (ja) * 2012-03-13 2016-03-08 中▲車▼青▲島▼四方▲車▼▲輛▼研究所有限公司 高速動力分散式列車用の伸縮式連結器緩衝装置の伸縮機構
CN103434530A (zh) * 2013-08-19 2013-12-11 长春轨道客车股份有限公司 宽轨地铁车辆小空间大载荷车钩座
GB2565504B (en) * 2016-10-21 2019-08-07 Crrc Qingdao Sifang Co Ltd Coupling assembly and rail vehicle having same
DE102018210385A1 (de) * 2018-06-26 2020-01-02 Siemens Aktiengesellschaft Tragvorrichtung zum Übertragen einer auf ein Kupplungselement wirkenden Kraft auf ein spurgebundenes Fahrzeug

Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4109930A (en) * 1975-05-06 1978-08-29 Ab Volvo Towing device for motor vehicles

Family Cites Families (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5188385A (en) * 1991-07-02 1993-02-23 Wilson Harold L Automatic locking proximity trailer hitch
DE4328811C1 (de) * 1993-08-27 1994-10-27 Scharfenbergkupplung Gmbh Mittelpufferkupplung für Schienenfahrzeuge
DE4445182C1 (de) * 1994-12-17 1995-12-21 Bergische Stahlindustrie Fahrzeug-Ende für Schienenfahrzeuge mit Mittelpufferkupplung
DE19513386A1 (de) * 1995-04-08 1996-10-10 Scharfenbergkupplung Gmbh Längenverstellbare Kupplungsstange
FR2759634B1 (fr) * 1997-02-14 1999-03-19 Renault Vehicule automobile ajustable en longueur
DE19719646B4 (de) * 1997-05-09 2004-12-30 Sab Wabco Bsi Verkehrstechnik Products Gmbh Rückziehbare Mittelpufferkupplung
DE29812670U1 (de) * 1998-07-16 2000-01-05 Siemens Duewag Schienenfahrzeuge GmbH, 47829 Krefeld Schienenfahrzeuge, insbesondere Straßen- oder Stadtbahnwagen, mit einer Mittelpufferkupplung
CN1111699C (zh) * 1999-01-20 2003-06-18 三星光州电子株式会社 制冷压缩机的保护方法

Patent Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4109930A (en) * 1975-05-06 1978-08-29 Ab Volvo Towing device for motor vehicles

Also Published As

Publication number Publication date
ES2276277T3 (es) 2007-06-16
WO2004074065A1 (fr) 2004-09-02
PT1594731E (pt) 2007-02-28
EP1594731A1 (de) 2005-11-16
DE602004003344D1 (de) 2007-01-04
CN100377948C (zh) 2008-04-02
CN1771157A (zh) 2006-05-10
FR2850930A1 (fr) 2004-08-13
DE602004003344T2 (de) 2007-06-28
FR2850930B1 (fr) 2014-03-07
ATE345963T1 (de) 2006-12-15

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