EP1594731B1 - Vehicle, such as a railway vehicle, comprising one end which is equipped with a coupling device - Google Patents

Vehicle, such as a railway vehicle, comprising one end which is equipped with a coupling device 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
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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
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German (de)
French (fr)
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EP1594731A1 (en
Inventor
Frédéric Résidence Océane HALLONET
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Alstom Transport Technologies SAS
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Alstom SA
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Publication of EP1594731A1 publication Critical patent/EP1594731A1/en
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    • 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)

Abstract

The vehicle e.g. trolley, has a coupling device (1) positioned at one end of the vehicle, comprising a coupling bar equipped with a hooking head (3). The coupling bar is connected to an end structure (10) of the vehicle by a connecting pin (4), such that the pin (4) allows longitudinal movement of the bar between a retracted and an unfolded position. The vehicle supports two absorbing cases arranged on respective bar hands.

Description

L'invention se rapporte à un véhicule ferroviaire, comportant une extrémité équipée d'un dispositif d'attelage.The invention relates to a railway vehicle having an end equipped with a coupling device.

Il est connu dans le domaine des véhicules ferroviaires d'équiper les extrémités des véhicules d'un dispositif d'attelage, notamment automatique, permettant d'associer deux véhicules l'un derrière l'autre, par exemple pour remorquer l'un des véhicules ou pour constituer un véhicule ferroviaire de plus grande longueur. De tels dispositifs d'attelage comportent habituellement une barre d'attelage munie d'une tête d'accrochage qui est en saillie par rapport à la structure d'extrémité du véhicule, la tête d'accrochage étant éventuellement recouverte d'un cache pour améliorer l'esthétique du véhicule lorsque le dispositif d'attelage n'est pas utilisé.It is known in the field of railway vehicles to equip the ends of vehicles with a coupling device, in particular automatic, allowing two vehicles to be associated one behind the other, for example to tow one of the vehicles. or to constitute a railway vehicle of greater length. 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.

La barre d'attelage de tels dispositifs peut être reliée à une structure d'extrémité du véhicule par des moyens de liaison tels que décrits dans le document DE 197 196 46, permettant un déplacement de ladite barre d'attelage entre une position rétractée et une position déployée.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.

De tels dispositifs d'attelage présentent cependant l'inconvénient d'être dangereux en cas de chocs car la barre d'attelage se trouvant en saillie devant l'extrémité du véhicule bascule le plus souvent d'un côté du véhicule et vient perturber la déformation des éventuels éléments absorbeurs d'énergie portés par la structure d'extrémité du véhicule. De plus, lorsque le véhicule ferroviaire est susceptible d'entrer en collision avec des véhicules plus légers, ce qui est le cas par exemple pour les tramways, la barre d'attelage présente une résistance telle qu'elle risque de perforer le véhicule impacté avec tous les risques que cela comporte pour les occupants du véhicule.Such coupling devices, however, have the drawback of being dangerous in the event of shocks because the drawbar projecting in front of the end of the vehicle usually tilts to one side of the vehicle and disturbs the deformation. possible energy absorbing elements carried by the end structure of the vehicle. In addition, when the railway vehicle is likely to collide with lighter vehicles, which is the case for example for trams, the drawbar has a resistance that it may perforate the vehicle impacted with all the risks that this entails for the occupants of the vehicle.

Aussi, un but de la présente invention est donc de proposer un véhicule comportant une extrémité munie d'un dispositif d'attelage qui remédie à ces inconvénients et qui soit simple et économique à réaliser.Also, 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.

A cet effet, l'invention a pour objet un véhicule ferroviaire, comportant une extrémité équipée d'un dispositif d'attelage, le dispositif d'attelage comportant une barre d'attelage munie d'une tête d'accrochage, ladite barre d'attelage est reliée à une structure d'extrémité du véhicule par des moyens de liaison permettant un déplacement de la barre d'attelage entre une position rétractée et une position déployée, caractérisé en ce que le véhicule comporte au moins un élément absorbeur d'énergie destiné à amortir un choc et en ce que, en position rétractée, la tête d'accrochage se trouve en retrait ou au niveau de la face de l'élément absorbeur d'énergie la plus proche de l'extrémité du véhicule.For this purpose, 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.

Selon des modes particuliers de réalisation, le véhicule selon l'invention peut comprendre l'une ou plusieurs des caractéristiques suivantes prises isolément ou selon toutes les combinaisons techniquement possibles :

  • les moyens de liaison permettent un déplacement longitudinal de la barre d'attelage ;
  • le dispositif d'attelage comporte des moyens de verrouillage automatique assurant l'immobilisation de la barre d'attelage dans la position déployée ;
  • le dispositif d'attelage comporte un seul moteur assurant à la fois l'entraînement longitudinal de la barre et l'enclenchement ou la libération des moyens de verrouillage assurant l'immobilisation de la barre d'attelage.
  • en position déployée, la tête d'accrochage est en saillie devant l'élément absorbeur d'énergie ;
  • le véhicule supporte au moins deux caissons absorbeurs d'énergie disposés de part et d'autre de la barre d'attelage ;
  • les moyens de liaison comportent des éléments de fixation fusibles permettant de désolidariser, lors d'un choc, la barre d'attelage de la structure d'extrémité du véhicule ;
  • l'extrémité de la barre d'attelage opposée à la tête d'accrochage est reliée par une liaison pivot à un chariot qui est lui-même relié par une liaison glissière à la structure d'extrémité du véhicule ;
  • le chariot comporte un moteur coopérant avec une crémaillère portée par la structure d'extrémité afin de déplacer sur commande la barre d'attelage longitudinalement au véhicule.
According to particular embodiments, the vehicle according to the invention may comprise one or more of the following characteristics taken separately or in any technically possible combination:
  • the connecting means allow a longitudinal displacement of the drawbar;
  • the coupling device comprises automatic locking means ensuring the immobilization of the drawbar in the deployed position;
  • the coupling device comprises a single motor ensuring both the longitudinal drive of the bar and the engagement or release of the locking means ensuring the immobilization of the drawbar.
  • in the deployed position, the attachment head is projecting in front of the energy absorbing element;
  • the vehicle supports at least two energy-absorbing caissons arranged on either side of the drawbar;
  • the connecting means comprise fusible fastening elements for detaching, during an impact, the drawbar of the end structure of the vehicle;
  • the end of the drawbar opposite the attachment head is connected by a pivot connection to a carriage which is itself connected by a slide connection to the end structure of the vehicle;
  • the carriage comprises a motor cooperating with a rack carried by the end structure in order to move the drawbar longitudinally to the vehicle.

On comprendra mieux les buts, aspects et avantages de la présente invention, d'après la description donnée ci-après d'un mode particulier de réalisation de l'invention, présenté à titre d'exemple non limitatif, en se référant aux dessins annexés, dans lesquels :

  • la figure 1 est une vue partielle, en perspective, d'une structure d'extrémité d'un tramway équipé d'un dispositif d'attelage selon un mode particulier de réalisation l'invention, la barre d'attelage étant représentée en position déployée ;
  • les figures 2 et 3 représentent deux autres vues en perspective de la structure d'extrémité du tramway de la figure 1 lorsque la barre d'attelage est en position rétractée ;
  • la figure 4 est une vue agrandie, en perspective, du système de verrouillage de la barre d'attelage du dispositif de la figure 1 ;
  • la figure 5 est une vue partielle du système de verrouillage de la figure 4 sur laquelle la came de verrouillage en premier plan n'est pas représentée pour laisser apparaître le fourreau de guidage du système de verrouillage ;
  • la figure 6 est une vue semblable à la figure 4 sur laquelle ni la came de verrouillage, ni les parois latérales du bâti du système de verrouillage ne sont représentées afin de laisser apparaître le chariot supportant la barre d'attelage;
  • la figure 7 est une vue de côté représentant le système de verrouillage lorsque le barre d'attelage est en position déployée mais n'est pas encore immobilisée par le système de verrouillage ;
  • la figure 8 est une vue similaire à la figure 7 représentant le système de verrouillage lorsque la barre d'attelage est en position déployée et est immobilisée par le système de verrouillage ;
The aims, aspects and advantages of the present invention will be better understood from the following description of a particular embodiment of the invention, presented by way of nonlimiting example, with reference to the appended drawings. , wherein :
  • Figure 1 is a partial view, in perspective, of an end structure of a tramway equipped with a coupling device according to a particular embodiment of the invention, the drawbar being shown in the deployed position ;
  • Figures 2 and 3 show two other perspective views of the end structure of the tramway of Figure 1 when the drawbar is in the retracted position;
  • Figure 4 is an enlarged perspective view of the locking system of the drawbar of the device of Figure 1;
  • Figure 5 is a partial view of the locking system of Figure 4 on which the locking cam in the foreground is not shown to reveal the guide sleeve of the locking system;
  • Figure 6 is a view similar to Figure 4 in which neither the locking cam nor the side walls of the frame of the locking system are shown to reveal the carriage supporting the drawbar;
  • Figure 7 is a side view showing the locking system when the drawbar is in the deployed position but is not yet immobilized by the locking system;
  • Figure 8 is a view similar to Figure 7 showing the locking system when the drawbar is in the extended position and is immobilized by the locking system;

Pour faciliter la lecture du dessin, seuls les éléments nécessaires à la compréhension de l'invention ont été représentés. Les mêmes éléments portent les mêmes références d'une figure à l'autre.To facilitate the reading of the drawing, only the elements necessary for the understanding of the invention have been represented. The same elements bear the same references from one figure to another.

Les figures 1 à 3 représentent, de façon partielle, une structure d'extrémité 10 d'un tramway équipé d'un dispositif d'attelage 1 selon un mode de réalisation particulier de l'invention. Conformément à ces figures, la structure d'extrémité 10 comporte une ossature 11 destinée à être disposée devant la cabine de conduite du tramway, cette ossature 11 comportant un tunnel dans sa partie inférieure dans lequel est disposé le dispositif d'attelage 1 et présentant une face avant destinée à supporter deux caissons 12 absorbeurs d'énergie disposés de part et d'autre du dispositif d'attelage 1, un seul de ces cuissons 12 étant représenté sur les figures 1 et 2.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. According to these figures, 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.

Le dispositif d'attelage 1 comporte une barre d'attelage 2 centrée sur l'axe longitudinal du véhicule et présentant une extrémité avant munie d'une tête d'accrochage 3, l'extrémité arrière de la barre d'attelage 2 étant reliée par une liaison pivot 4 à la face avant d'un chariot 5 pouvant coulisser par rapport à l'ossature 11.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.

Les figures 2 et 3, représentent la barre d'attelage 2 en position rétractée. Sur ces figures un seul côté de l'ossature 11 à été représenté pour plus de clarté, l'autre côté pouvant se déduire par symétrie par rapport à un plan vertical passant par l'axe longitudinal du véhicule. Conformément à ces figures, le chariot 5 comporte deux faces latérales présentant chacune une rainure 5a s'étendant longitudinalement à l'axe du véhicule, ces rainures 5a recevant un axe transversal 6 s'étendant sur toute la largeur du chariot 5 et dont le diamètre est adapté pour permettre le coulissement de l'axe transversal 6 dans les rainures 5a. Les extrémités de l'axe transversal 6 comprennent un doigt 6a s'insérant dans une glissière 7 constituée d'une rainure longitudinale formée sur l'ossature 11. L'axe transversal 6 est solidaire de deux bras 8 longitudinaux traversant la face arrière du chariot 5 au niveau de deux ouvertures, les deux bras 8 étant reliés à une plaque d'entraînement 9 s'étendant parallèlement à la face arrière du chariot 5 et supportant un moteur 20 électrique entraînant un pignon 20a s'engrainant sur une crémaillère 21 s'étendant longitudinalement à l'axe du véhicule. Des ressorts 8a sont interposés entre la plaque d'entraînement 9 et la face arrière du chariot 5, ces ressorts 8a s'étendant autour des bras 8 et possédant une longueur au repos plus grande que la longueur des bras 8 de sorte que les ressorts 8a exercent une force tendant en permanence à écarter la plaque d'entraînement 9 de la face arrière du chariot 5.Figures 2 and 3 show the drawbar 2 in the retracted position. In these figures only one side of the frame 11 has been shown for clarity, the other side can be deduced by symmetry with respect to a vertical plane passing through the longitudinal axis of the vehicle. According to these figures, 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.

La figure 4 représente la barre d'attelage 2 en position déployée et en particulier le système de verrouillage assurant l'immobilisation de la barre d'attelage 2 dans cette position. Conformément à cette figure, la face avant de l'ossature 11 supporte un fourreau 13 de guidage du chariot 5 qui est fixé à l'ossature 11 par des vis 14 de cisaillement, ces vis 14 étant prévues pour se rompre sous un effort de cisaillement correspondant à un choc important. Le fourreau 13 comporte deux parois latérales supportant chacune une came de verrouillage 15 constituée par une plaque rapportée sur la face extérieure de la paroi latérale, chaque paroi latérale du fourreau 13 comportant deux doigts 13a s'insérant dans une rainure 15a de la came de verrouillage 15, permettant ainsi le coulissement longitudinal de la came de verrouillage 15 par rapport à la paroi longitudinale du fourreau 13.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. According to this figure, 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.

Les cames de verrouillage 15 comportent également deux rainures 15b convergentes recevant les extrémités cylindriques 16a de barres de verrouillage 16 s'étendant transversalement entre les deux parois latérales du fourreau 13. Les rainures 15b des cames de verrouillage 15 sont disposées de telle sorte que les deux barres de verrouillage 16 se trouvent respectivement au-dessus et au-dessous des faces supérieure et inférieure du chariot 5 lorsque les cames de verrouillage 15 sont dans une position reculée par rapport au fourreau 13 et se trouvent respectivement au-dessous et au-dessus des faces supérieure et inférieure du chariot 5 lorsque les cames de verrouillage 15 sont dans une position avancée.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.

Conformément à la figure 5, sur laquelle la came de verrouillage disposée en premier plan n'a pas été représentée pour plus de clarté, les parois latérales du fourreau 13 comportent des rainures verticales 13b de guidage dans lesquelles peuvent coulisser les barres de verrouillage 16, ces dernières présentant à cet endroit une section triangulaire. Les parois latérales du fourreau 13 comportent également une rainure de guidage 13c prolongeant la glissière 7 de l'ossature 11 et recevant les doigts 6a de l'axe transversal 6 porté par le chariot 5 lorsque ce dernier est dans une position avancée.According to FIG. 5, on which the locking cam disposed in the first plane has not been shown for the sake of clarity, 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.

Conformément à la figure 6, sur laquelle à la fois la came de verrouillage disposée en premier plan et les parois latérales du fourreau 13 n'ont pas été représentées, les parois latérales du chariot 5 comportent deux encoches 5b de forme triangulaire dans lesquelles pénètrent les barres de verrouillage 16 lorsque ces dernières sont en position rapprochée.According to FIG. 6, in which both the locking cam disposed in the foreground and the side walls of the sheath 13 have not been shown, 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.

Conformément aux figures 4, 7 et 8, les cames de verrouillage 15 comportent une gorge 15c de faible longueur ouverte sur l'arrière de la came 15, cette gorge 15c s'étendant longitudinalement à hauteur de la rainure de guidage 13c des parois latérales du fourreau 13. La gorge 15c reçoit le doigt 6a de l'axe transversal 6 porté par le chariot 5 lorsque ce dernier est en position avancée, la came 15 supportant un loquet 17 pivotant autour d'un axe 17a dont une partie vient se placer derrière le doigt 6a lorsque ce dernier est au fond de la gorge 15c afin que le déplacement des cames 15 devienne solidaire du déplacement de l'axe transversal 6 du chariot 5 dans les deux sens de déplacement de ce dernier.According to FIGS. 4, 7 and 8, 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.

Le fonctionnement du dispositif d'attelage 1 et du système de verrouillage va maintenant être décrit.The operation of the coupling device 1 and the locking system will now be described.

La figure 3 représente la barre d'attelage 2 en position rétractée. Dans cette position, l'extrémité avant de la tête d'accrochage 3 se trouve sensiblement au niveau de l'extrémité avant des caissons 12 absorbeurs d'énergie et le chariot 5 se trouve en position reculée sur la glissière 7, les ressorts 8a reliant la plaque d'entraînement 9 au chariot 5 étant détendus de sorte que l'axe transversal 6 est en buté arrière dans la rainure 5a du chariot 5.Figure 3 shows the drawbar 2 in the retracted position. In this 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.

Lorsqu'il est nécessaire de déployer la barre d'attelage 2, le moteur électrique 20 est mis sous tension afin de provoquer, par la rotation du pignon 20a sur la crémaillère 21, le déplacement de la plaque d'entraînement 9 et du chariot 5 vers l'extrémité avant du véhicule. Lors de cette phase de déplacement, la plaque d'entraînement 9 pousse le chariot 5 par l'intermédiaire des ressorts 8a, ces derniers étant calibrés pour rester détendus lorsqu'ils s'opposent aux seules forces de frottements s'opposant au déplacement du chariot 5 de sorte que dans cette phase de déplacement l'axe transversal 6 reste en butée arrière dans la rainure 5a du chariot 5.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. During this phase of displacement, 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.

Lorsque chariot 5 parvient au niveau du fourreau 13 de guidage, les doigts 6a de l'axe transversal 6 quittent alors la glissière 7 de l'ossature 11 pour s'engager dans la rainure de guidage 13c du fourreau 13, le chariot 5 continuant d'avancer jusqu'à ce que sa face avant vienne au contact d'une butée 19 portée par la face intérieure des parois latérales du fourreau 13 de guidage. L'avancement du chariot 5 étant bloqué par la butée 19, l'axe transversal 6 peut alors poursuivre son déplacement vers l'avant en se déplaçant au travers des rainures 5a du chariot 5, les ressorts 8a se comprimant alors progressivement entre la face arrière du chariot 5 immobile et la face avant de la plaque d'entraînement 9.When carriage 5 reaches the guide sleeve 13, the fingers 6a of the transverse axis 6 then leave the slideway 7 of the frame 11 to engage in the guide groove 13c of the sleeve 13, the carriage 5 continuing to advance until its front face comes into contact with a stop 19 carried by the inner face of the side walls of the guide sleeve 13. The advancement of the carriage 5 being blocked by the stop 19, the transverse axis 6 can then continue its displacement forward by moving through the grooves 5a of the carriage 5, the springs 8a then compressing progressively between the rear face of the stationary carriage 5 and the front face of the drive plate 9.

La figure 7 représente le système de verrouillage au moment où le chariot 5 est bloqué par la butée 19. A cet instant, les doigts 6a de l'axe transversal 6 sont engagés au fond de la gorge 15c des cames de verrouillage 15 et l'avancement de l'axe transversal 6 sous l'effet de la poussée du moteur 20 électrique provoque le déplacement vers l'avant des cames de verrouillage 15. Le déplacement vers l'avant de l'axe transversal 6 est accompagné de la libération du loquet 17 qui était maintenu ouvert par une butée 18 solidaire de la face avant de l'ossature 11, le loquet 17 venant se rabattre, par exemple sous l'effet d'un ressort de rappel, sur le doigt 6a de l'axe transversal 6 afin de rendre le déplacement des cames de verrouillage 15 solidaire du déplacement de l'axe transversal 6, en particulier dans la phase de retour en arrière de l'axe transversal 6.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.

Le déplacement des cames de verrouillage 15 vers l'avant est accompagné du coulissement des extrémités cylindriques 16a des barres de verrouillage 16 au travers des rainures 15b ce qui provoque le rapprochement des barres de verrouillage 16, ces dernières se déplaçant verticalement en étant guidées par les rainures verticales 13b des parois latérales du fourreau 13 jusqu'à venir en butée au fond des encoches 5b du chariot 5 ainsi que cela est représenté sur la figure 8. Dans cette position, le chariot 5 est immobilisé longitudinalement par les barres de verrouillage 16 et l'alimentation du moteur 20 électrique est coupée, par exemple au moyen d'un détecteur de fin de course sur la crémaillère 21. Le dispositif d'attelage 1 se trouve alors dans une position déployée telle que représentée à la figure 1, la tête d'accrochage 3 débordant alors largement de l'extrémité avant des caissons 12 absorbeurs d'énergie.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. In this position, 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.

Lorsqu'il n'est plus nécessaire d'utiliser le dispositif d'attelage 1, la barre d'attelage; 2 est ramenée en position rétractée en alimentant en sens inverse le moteur 20 électrique afin de faire reculer l'axe transversal 6, ce dernier entraînant, par l'intermédiaire du loquet 17, le déplacement des cames de verrouillage 15 vers l'arrière. Par un mécanisme inverse à celui décrit précédemment les barres de verrouillage 16 sont alors écartées l'une de l'autre, les ressorts 8a se détendent puis le loquet 17 est ouvert lors de son entrée en contact avec la butée 18, désolidarisant ainsi le déplacement vers l'arrière de l'axe transversal 6 du déplacement des cames de verrouillage 15. Lors de son déplacement vers l'arrière, l'axe transversal 6 vient en buté arrière dans la rainure 5a du chariot 5 et entraîne le chariot 5 et donc la barre d'attelage 2 vers l'arrière jusqu'à ce que la tête d'accrochage 3 soit au niveau ou en retrait de l'extrémité avant des caissons 12 absorbeurs d'énergie, cette position pouvant par exemple être détectée par un détecteur de fin de course sur la crémaillère 21.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. By a reverse mechanism to that described above 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. During its displacement towards the rear, 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.

Un tel véhicule présente l'avantage d'avoir un dispositif d'attelage qui ne vient pas perturber la déformation des caissons absorbeurs d'énergie lorsque la barre d'attelage est en position rétractée. De plus, en cas de choc entraînant une déformation des caissons, la barre d'attelage reculera jusqu'à ce que la tête d'attelage vienne au contact du fourreau de guidage, voire se libérera de l'ossature par la rupture des vis de cisaillement fixant le fourreau de guidage, et ceci sans risque que la barre d'attelage soit projetée transversalement au véhicule puisque les caissons absorbeurs d'énergie et le tunnel recevant le dispositif d'attelage guideront longitudinalement la barre d'attelage.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. In addition, in case of shock causing deformation of the boxes, 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.

Bien entendu, l'invention n'est nullement limitée au mode de réalisation décrit et illustré qui n'a été donné qu'à titre d'exemple. Des modifications restent possibles, notamment du point de vue de la constitution des divers éléments ou par substitution d'équivalents techniques, sans sortir pour autant du domaine de protection de l'invention tel que défini par les revendications.Of course, the invention is not limited to the embodiment described and illustrated which has been given by way of example. Modifications are possible, particularly from the point of view of the constitution of the various elements or by substitution of technical equivalents, without departing from the scope of the invention as defined by the claims.

Claims (6)

  1. Railway vehicle, comprising an end fitted with a coupling device (1), said coupling device (1) comprising a coupling rod (2) fitted with an attachment head (3), said coupling rod being connected to an end structure (10) of the vehicle by connection means allowing a displacement of the coupling rod (2) between a retracted position and an extended position, characterised in that said vehicle comprises at least one energy-absorbing element (12) intended for shock absorption, and in that when in retracted position, the attachment head (3) is set back or is located at the level of the face of the energy-absorbing element (12) closest to the end of the vehicle.
  2. Vehicle according to Claim 1, characterised in that when in extended position, the attachment head (3) projects in front of the energy-absorbing element (12).
  3. Vehicle according to any one of Claims 1 to 2, characterised in that said vehicle bears at least two energy-absorbing boxes (12) disposed on either side of the coupling rod (2).
  4. Vehicle according to any one of Claims 1 to 3, characterised in that said connection means comprise fusible fastening elements (14) allowing the coupling rod (2) to disengage from said end structure (10) of the vehicle in the event of an impact.
  5. Vehicle according to any one of Claims 1 to 4, characterised in that the end of the coupling rod (2) located opposite the attachment head (3) is connected by a link pin (4) to a carriage (5), which is itself connected by a slide link (7) to said end structure (10) of the vehicle.
  6. Vehicle according to the preceding claim, characterised in that the carriage (5) comprises a motor (20) which interacts with a rack (21) supported by said end structure (10) in order to displace the coupling rod (2) longitudinally to the vehicle on command.
EP04708798A 2003-02-12 2004-02-06 Vehicle, such as a railway vehicle, comprising one end which is equipped with a coupling device Expired - Lifetime EP1594731B1 (en)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
FR0301670A FR2850930B1 (en) 2003-02-12 2003-02-12 VEHICLE, IN PARTICULAR RAIL VEHICLE, COMPRISING AN EXTREMITE EQUIPPED WITH A COUPLING DEVICE
FR0301670 2003-02-12
PCT/FR2004/050051 WO2004074065A1 (en) 2003-02-12 2004-02-06 Vehicle, such as a railway vehicle, comprising one end which is equipped with a coupling device

Publications (2)

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EP1594731A1 EP1594731A1 (en) 2005-11-16
EP1594731B1 true EP1594731B1 (en) 2006-11-22

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EP04708798A Expired - Lifetime EP1594731B1 (en) 2003-02-12 2004-02-06 Vehicle, such as a railway vehicle, comprising one end which is equipped with a coupling device

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

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JP4845688B2 (en) * 2006-11-21 2011-12-28 株式会社日立製作所 vehicle
ES2324686T3 (en) 2007-02-08 2009-08-12 Voith Patent Gmbh AUTOMATIC HITCH OF CENTRAL BUMPER.
DE102011077780A1 (en) * 2011-06-17 2012-12-20 Bombardier Transportation Gmbh Crash absorber arrangement for a rail vehicle, in particular for a tram
EP2826691B1 (en) * 2012-03-13 2020-05-06 CRRC Qingdao Sifang Rolling Stock Research Institute Co., Ltd. Telescopic hitch buffer device having a telescopic mechanism for use in high speed electric multiple units
CN103434530A (en) * 2013-08-19 2013-12-11 长春轨道客车股份有限公司 Small-space large-load coupler seat for broad track metro vehicle
RU2711779C1 (en) * 2016-10-21 2020-01-22 СиАрАрСи ЦИНДАО СЫФАН КО., ЛТД. Hitch assembly and railway vehicle, including such hitch assembly
DE102018210385A1 (en) * 2018-06-26 2020-01-02 Siemens Aktiengesellschaft Carrying device for transmitting a force acting on a coupling element to a track-bound vehicle

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FR2759634B1 (en) * 1997-02-14 1999-03-19 Renault AUTOMOTIVE VEHICLE ADJUSTABLE IN LENGTH
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CN1111699C (en) * 1999-01-20 2003-06-18 三星光州电子株式会社 Protector for refrigerating compressor and protecting method for refrigerating compressor

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Also Published As

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

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