EP1661783B1 - Dispositif de tamponnement et de traction, notamment pour attelages centrales de véhicules ferroviaires - Google Patents

Dispositif de tamponnement et de traction, notamment pour attelages centrales de véhicules ferroviaires Download PDF

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Publication number
EP1661783B1
EP1661783B1 EP04028162A EP04028162A EP1661783B1 EP 1661783 B1 EP1661783 B1 EP 1661783B1 EP 04028162 A EP04028162 A EP 04028162A EP 04028162 A EP04028162 A EP 04028162A EP 1661783 B1 EP1661783 B1 EP 1661783B1
Authority
EP
European Patent Office
Prior art keywords
housing
stamp
draw
damping element
buffer gear
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.)
Active
Application number
EP04028162A
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German (de)
English (en)
Other versions
EP1661783A1 (fr
Inventor
Arthur Kontetzki
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 PL04028162T priority Critical patent/PL1661783T3/pl
Priority to AT04028162T priority patent/ATE364543T1/de
Priority to EP04028162A priority patent/EP1661783B1/fr
Priority to DE502004004105T priority patent/DE502004004105D1/de
Priority to PCT/EP2005/012588 priority patent/WO2006056447A1/fr
Publication of EP1661783A1 publication Critical patent/EP1661783A1/fr
Application granted granted Critical
Publication of EP1661783B1 publication Critical patent/EP1661783B1/fr
Active 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
    • B61G9/00—Draw-gear
    • B61G9/04—Draw-gear combined with buffing appliances
    • B61G9/06—Draw-gear combined with buffing appliances with rubber springs
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
    • B61G9/00—Draw-gear
    • B61G9/20—Details; Accessories
    • B61G9/24—Linkages between draw-bar and framework

Definitions

  • the present invention relates to a pulling and pushing device, in particular for central buffer couplings of rail vehicles, comprising a housing having a rear wall, a front wall and a connecting central part, a front punch and a rear punch, which on the respective inner side of the front wall or the rear wall of the housing are arranged, a main damping element which is received between the front punch and the rear punch, a pull rod which is slidably disposed in the housing in the axial direction, passes through axial openings in the punches and in the main damping element, and at the non-coupling end of the housing is countered by means of a castle nut against the rear punch, and with at least one damping element, which is arranged between the front wall and the front punch and / or between the rear wall and the rear punch.
  • the present invention further relates to a method for mounting such a pulling and pushing device and a method for installing the complete train and buffing device in an installation space of a vehicle.
  • Pull and push devices especially for central buffer couplings of rail vehicles, are well known in railway engineering. They serve the tensile and compressive force absorption during load changes of train or shock operation of longer rail vehicle associations. Such pulling and pushing devices have been used for a long time.
  • CH 181682 a pulling and pushing device for vehicles, in particular railway vehicles described.
  • the document describes a pull and push device with two interconnected by a rod spring tie rods and bumpers, one of which by means of at least one box spring device having the vehicle underframe is elastically in communication, wherein the box spring is weaker than the rod spring.
  • the document DE 1 062 727 describes a bumper for railways, which is located in a closed housing. In this case, however, no coil springs are used, but it alternately rubber pads and metal plates are used to dampen the pressure forces occurring.
  • the disadvantage of the invention of the latter document is that only one application in burst mode makes sense.
  • a disadvantage of the first two inventions is the need for two independent coil springs that make the pull and buffing comparatively long and complex in construction.
  • Another disadvantage is the undamped stops of the coil springs to the housing, which generate strong noise during load changes. These loud noises are intolerable in modern passenger rail vehicles.
  • the GB 417156 A which is considered to be the closest prior art, further discloses a pulling and pushing device, which is suitable to absorb occurring stresses particularly effective, and which consists of a few components, has small dimensions and accordingly takes up little space.
  • the known pulling and pushing device has for this purpose a front spring, a middle spring and a rear spring. These springs surround the pull rod of a clutch assembly.
  • the front spring is surrounded by a housing, which may have a rectangular cross-sectional shape.
  • a housing surrounds the rear spring. Both housings are equipped with inwardly, ie directed in the direction of the drawbar plates whose opposite each other lying end surfaces are flat and cooperate with plates for actuating the middle spring.
  • the middle spring resists any movement of the housing towards each other.
  • a damping element is used, which is installed in the open space of the rail vehicle. Also with this type of construction noise caused by load changes.
  • mechanically bias the damping element prior to installation This bias is maintained between the time of the bias voltage outside the vehicle and the installation of the damping element in the vehicle by steel bands. If the damping element is then inserted into the installation space on the vehicle, the steel straps under strong tensile forces must be severed. This work of severing the steel bands is not without danger for the workers involved, and injuries occur again and again.
  • the steel strips must be removed after installation of the damping element and the rail vehicle again.
  • the other elements of the train and shock device must be mounted directly on the vehicle in individual parts. This happens usually from below the vehicle in non-ergonomic overhead work. All in all, it is an accident-prone and relatively complex process.
  • an object of the present invention to provide a pulling and pushing device of the type mentioned, in which an optimal noise reduction is ensured during load changes, and in which the installation risk is eliminated.
  • another object is to provide methods that describe the assembly and installation of the new train and bumper in a vehicle.
  • the pulling and pushing device according to the present invention and the associated methods for assembling and installing the pulling and pushing device have considerable advantages over known pulling and pushing devices.
  • An important advantage is the encapsulation of the entire pulling and pushing device within a closed housing. This makes it possible between the main damping element comprehensive punches and the end stops themselves each provide a damping element. This damping element largely prevents the transmission of vibrations during load changes, d. H. mainly during the transition from the train to the rush mode of a vehicle association. A greatly reduced noise propagation also in the interior of passenger vehicles is guaranteed. In addition, it is no longer necessary by the installation of the main damping element of the pulling and pushing device in a closed housing to bias the main damping element prior to installation. This drastically reduces the risk of injury during installation work. The encapsulation in a housing also ensures that the moving elements - ie main damping element, punch and drawbar - do not pollute and thus ensure long-term lubrication during operation.
  • a particularly effective implementation of a pulling and pushing device is to choose the housing dimensions so that they fit into a standard installation space of a rail vehicle, for example according to the AAR standard.
  • the installation of the complete pulling and pushing device is greatly facilitated in this way.
  • the assembly can be further automated. Handling machines can place the complete pulling and pushing device in the installation space of a vehicle and fasten it automatically.
  • wedges fix the housing of the pulling and pushing device in the installation space of the rail vehicle.
  • the wedges are basically self-holding, but can be easily removed to remove the housing of the pulling and pushing device so as to release the housing of the pulling and pushing device from the installation space of the rail vehicle. Faster expansion times and thus falling costs are the positive result.
  • center stops are provided within the housing for the damping element partially comprehensive punch.
  • This center stop limited depending on the location and width of the margin of the front and rear punch.
  • the position of the center stop can be selected so that different deflection paths of the pulling and pushing device in the tensile and thrust direction are possible. Both in terms of production technology and function, this is an elegant solution, since the punches strike the stop with their entire circumference and no tilting is possible.
  • the housing middle part is in principle a type of tube, the center stop can be provided at any point of the housing by unscrewing material on the inside.
  • Alternative solutions for the center stops are conceivable.
  • stop blocks could be provided at three or four different locations within the housing middle part, which are fixed from the outside by means of screws. The welding or fixing by means of screws of a center stop ring is conceivable.
  • the complete pulling and pushing device is pre-assembled before installation.
  • the pre-assembly allows a location independence of the installation site of the train and shock device from the installation of the train and buffing device in the actual rail vehicle.
  • the individual elements of the pulling and pushing device are pushed one after the other over the tie rod and then firmly joined together by means of screws.
  • a castellated nut ensures that the main damping element is fixed between the punches on the drawbar. In this way it is ensured that all elements on the drawbar at rest - i. without pulling or impact - are arranged immovable. Under tension or impact each move a punch and the main damping element with the pull rod according to the pressure on the pull rod.
  • the installation of the complete pulling and pushing device in the installation space of the rail vehicle takes place as a complete unit and can be done very quickly in this way. Any structural tolerances are ensured by the wedging of the housing by means of wedges between the housing of the pulling and pushing device and the contact elements in the installation space of the rail vehicle.
  • Fig. 1 shows the complete pulling and pushing device in an exploded view.
  • the essential components are mounted between the front wall 5 of the housing 1 and the rear wall 4 of the housing 1 within the housing middle part 6.
  • the drawbar 3 is the central element which extends through the complete pulling and pushing device. Along the axis of the drawbar 3, the essential elements of the pulling and pushing device are lined up.
  • the front side of the housing 1 in the direction of further sub-elements 22 of a coupling head of a rail vehicle.
  • Within the housing 1 are a front damping element 13, a front punch 11, a main damping element 2, which is usually formed as a layer spring, a rear punch 7, and a rear damping element 12.
  • the housing 1 through the rear wall 4 of Housing 1 completed.
  • the housing middle part 6 is fixed to the front wall 5 of the housing 1 by screws 16, which protrude through attached to the outside 30 of the middle part 6 eyelets 16 and are received in the front wall 5 of the housing 1 in a thread 31.
  • the fastening of the housing middle part 6 takes place on the rear wall 4.
  • the holes 31 are shown as continuous. Also conceivable are blind holes with threads 31.
  • free end of the pull rod 3 is a thread on which the castle nut 9 is screwed.
  • the castle nut 9 is held in position by a fixing element 10.
  • the rear wall 4 of the housing 1 has outwardly facing L-shaped recesses 17.
  • FIG. 2 shows a sectional drawing through the complete pulling and pushing device.
  • the front damping disc 13 is fixed, for example, with adhesive 18 on the inner wall of the front housing part 5 symmetrically to the axis of symmetry.
  • the rear damping element 12 is fixed, for example, with adhesive 17 on the inside of the rear housing wall 4.
  • Element 22 is only partially shown as part of a larger coupling element. It is firmly connected to the pull rod 3. It can be clearly seen how the main damping element 2 is inserted between the front punch 11 and the rear punch 7 within the housing 1. If pressure 23 is now exerted on the pull rod 3, the punch 11 lifts off from the front housing wall 4 and the front damping element 13.
  • the main damping element 2 is compressed.
  • the punch 11 can be pushed so far into the housing 1 until it abuts the center stop 26.
  • a similar mode of action results in tensile forces 24 on the tie rod 3.
  • the main damping element 2 is compressed.
  • the rear punch 7 can be moved so far in the direction of the front wall 5 as it allows the center stop 26.
  • the neutral position that is, when neither compressive forces 23 nor tensile forces 24 act, the front punch 11 rests against the front damping element 13.
  • the rear punch 7 is applied to the rear damping element 12.
  • FIG. 3 shows a plan view of the completely assembled pulling and pushing device.
  • contact elements 27 of a vehicle are shown. These are firmly and immovably connected to the vehicle. The complete pulling and pushing device is inserted between these elements. By means of the wedges 8 and the screws 15, the pulling and pushing device can be fixed in the installation space between the contact elements 27.
  • FIG. 4 shows the pulling and pushing device in half-cut condition.
  • the position of the wedges 8 can be seen, which are pressed by means of screws 15 between the housing 1 and the contact elements 27 of the installation space of a vehicle.
  • the castle nut can move freely in the rear wall 4 of the housing 1 free. The limited only the freedom of movement of the rear punch 11th
  • the middle part 6 is pushed over all elements and screwed on the inside of the front wall 5 by means of screws 16 in threaded holes 31.
  • the damping element 12 points into the housing interior.
  • Screws 16 fix the central housing part 6 on the rear housing wall 4 by the screws 16 are passed through the eyelets 25 and fixed in threaded holes 31 in the rear wall 4.
  • a castle nut 9 is screwed onto a thread at the rear end of the drawbar 3 and by means of a fixing element 10 from accidental release - for example, by vibration during operation - protected.
  • Alternative sequences of assembly are conceivable.
  • the order of Aufsteckens the main damping element 2, the middle part 6 and the rear punch 7 is arbitrary, as long as the rear punch 7 is attached after the main damping element.
  • Rail vehicles usually have an installation space for pulling and pushing devices.
  • This installation space is shown schematically by the contact elements 27.
  • These abutment elements 27 typically protrude downwardly out of the floor of the rail vehicle in the vicinity of the intended coupling element.
  • the inventive method provides to use the completely assembled train and bumper from below into the space of the vehicle.
  • the wedges 8 are already in the L-shaped recesses 17. By screwing in the screws 15, the wedges 8 are pressed in a vertical direction into the gap between the pulling and pushing device and the contact elements 27. In this way, the complete housing 1 of the pulling and pushing device can be wedged in the installation space of the vehicle. Finally, the respective position of the screws 15 is fixed with the nuts 14 konternd.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Vibration Prevention Devices (AREA)
  • Vibration Dampers (AREA)
  • Memory System Of A Hierarchy Structure (AREA)
  • Automobile Manufacture Line, Endless Track Vehicle, Trailer (AREA)

Claims (9)

  1. Dispositif d'encaissement de charges de traction et de compression, en particulier pour attelage à tampon central dans des véhicules ferroviaires, comprenant :
    - un boîtier (1) qui comporte une paroi arrière (4), une paroi avant (5) et une partie médiane (6) qui les relie ;
    - un poussoir avant (11) et un poussoir arrière (7), qui sont agencés sur la face intérieure respective de la paroi avant (5) et de la paroi arrière (4) du boîtier (1) ;
    - un élément d'amortissement principal (2), qui est reçu entre le poussoir avant (11) et le poussoir arrière (7) ;
    - une barre de traction (3), qui est agencée déplaçable en direction axiale dans le boîtier (1), qui s'étend à travers des ouvertures axiales dans les poussoirs (7, 11) et dans l'élément d'amortissement principal (2), et qui est bloquée contre le poussoir arrière (7) au moyen d'un écrou à couronne (9) à l'extrémité du boîtier (1) détournée de l'attelage ; et
    - au moins un élément amortisseur (12, 13), qui est agencé entre la paroi avant (5) et le poussoir avant (11) et/ou entre la paroi arrière (4) et le poussoir arrière (7),
    caractérisé en ce que
    le boîtier (1) est un boîtier fermé, à l'intérieur duquel sont contenus les poussoirs (7, 11), l'élément d'amortissement principal (2) et ledit au moins un élément amortisseur (12, 13), le boîtier (1) étant conçu de manière à pouvoir être fixé au moyen de cales (8) sans jeu dans un espace de montage d'un véhicule.
  2. Dispositif d'amortissement de charges de traction et de compression selon la revendication 1,
    caractérisé en ce que le boîtier (1) est susceptible d'être mis en place complètement dans l'espace de montage du véhicule.
  3. Dispositif d'amortissement de charge de traction et de compression selon la revendication 1 ou 2,
    caractérisé en ce que les cales (8) sont susceptibles d'être enfoncées sous pression ou tirées entre la paroi arrière (4) du boîtier (1) et un élément d'appui (27) qui limite l'espace de montage du véhicule, au moyen de vis (15).
  4. Dispositif d'amortissement de charge de traction et de compression selon l'une des revendications 1 à 3,
    caractérisé en ce que le boîtier (1) comporte une butée médiane (26) pour le poussoir avant (11) et pour le poussoir arrière (7).
  5. Dispositif d'amortissement de charge de traction et de compression selon l'une des revendications 1 à 4,
    caractérisé en ce que la partie médiane (6) présente sur sa face extérieure (30) des oeillets (25) à travers laquelle passent des vis (16) qui peuvent être vissées, pour la fixation de la partie médiane (6) avec la paroi avant (4) et la paroi arrière (5), dans des perçages taraudés (31) qui sont ménagés dans la paroi avant (4) et dans la paroi arrière (5).
  6. Procédé d'assemblage d'un dispositif d'amortissement de charge de traction et de compression selon les revendications 1 à 5,
    caractérisé par les étapes suivantes :
    a) les éléments d'amortissement (12, 13) sont fixés sur la face intérieure respective de la paroi avant (5) et de la paroi arrière (4) du boîtier (1) ;
    b) la paroi avant (5) du boîtier (5) est enfilée sur la barre de traction (3) ;
    c) le poussoir avant (11) est enfilé sur la barre de traction (3) ;
    d) l'élément d'amortissement principal (2) est enfilé sur la barre de traction (3) ;
    e) le poussoir arrière (7) est enfilé sur la barre de traction (3) ;
    f) la partie médiane (6) du boîtier (1) est mise en place ;
    g) la paroi arrière (4) du boîtier (1) est enfilée sur la barre de traction (3) ; et
    h) l'écrou à couronne (9) est vissé sur l'extrémité libre (29) de la barre de traction (3) et y est fixé.
  7. Procédé selon la revendication 6,
    caractérisé en ce que les étapes d), e) et f) du procédé sont exécutées en succession quelconque.
  8. Procédé selon l'une des revendications 6 ou 7,
    caractérisé en ce que les étapes g) et h) du procédé sont exécutées en succession quelconque.
  9. Procédé pour l'intégration d'un dispositif d'amortissement de charges de traction et de compression selon les revendications 1 à 5 dans un espace de montage d'un véhicule,
    caractérisé par les étapes suivantes :
    - assemblage du dispositif d'amortissement de charges de traction et de compression (1) indépendamment du véhicule ;
    - mise en place du dispositif d'amortissement de charges de traction et de compression (1) complet dans l'espace de montage du véhicule ; et
    - fixation du dispositif d'amortissement de charges de traction et de compression au moyen de cales (8) entre au moins une paroi extérieure du boîtier (1) du dispositif d'amortissement de charge de traction et de compression et des éléments d'appui (27) de l'espace de montage sur le véhicule.
EP04028162A 2004-11-26 2004-11-26 Dispositif de tamponnement et de traction, notamment pour attelages centrales de véhicules ferroviaires Active EP1661783B1 (fr)

Priority Applications (5)

Application Number Priority Date Filing Date Title
PL04028162T PL1661783T3 (pl) 2004-11-26 2004-11-26 Urządzenie cięgłowo-zderzakowe, zwłaszcza do sprzęgów cięgłowo-zderzakowych pojazdów szynowych
AT04028162T ATE364543T1 (de) 2004-11-26 2004-11-26 Zug- und stosseinrichtung, insbesondere für mittelpufferkupplungen von schienenfahrzeugen
EP04028162A EP1661783B1 (fr) 2004-11-26 2004-11-26 Dispositif de tamponnement et de traction, notamment pour attelages centrales de véhicules ferroviaires
DE502004004105T DE502004004105D1 (de) 2004-11-26 2004-11-26 Zug- und Stosseinrichtung, insbesondere für Mittelpufferkupplungen von Schienenfahrzeugen
PCT/EP2005/012588 WO2006056447A1 (fr) 2004-11-26 2005-11-24 Dispositif de traction et de poussee, en particulier pour des attelages a tampon central de vehicules sur rails

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP04028162A EP1661783B1 (fr) 2004-11-26 2004-11-26 Dispositif de tamponnement et de traction, notamment pour attelages centrales de véhicules ferroviaires

Publications (2)

Publication Number Publication Date
EP1661783A1 EP1661783A1 (fr) 2006-05-31
EP1661783B1 true EP1661783B1 (fr) 2007-06-13

Family

ID=34927551

Family Applications (1)

Application Number Title Priority Date Filing Date
EP04028162A Active EP1661783B1 (fr) 2004-11-26 2004-11-26 Dispositif de tamponnement et de traction, notamment pour attelages centrales de véhicules ferroviaires

Country Status (5)

Country Link
EP (1) EP1661783B1 (fr)
AT (1) ATE364543T1 (fr)
DE (1) DE502004004105D1 (fr)
PL (1) PL1661783T3 (fr)
WO (1) WO2006056447A1 (fr)

Family Cites Families (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB191406985A (en) * 1914-03-19 1915-03-18 Alexander Spencer Improvements in Central Buffing and Draw Gear.
BE405630A (fr) * 1933-10-16
GB792960A (en) * 1953-06-05 1958-04-09 George Spencer Moulton & Co Improvements in and relating to central buffing and draw gear
DE1062727B (de) 1957-01-04 1959-08-06 Miner Inc W H Stosseinrichtung fuer Eisenbahn-Zug-und -Stossverbindungen
DE3630360A1 (de) 1986-09-05 1988-03-17 Metzeler Kautschuk Lager zur elastischen abstuetzung von maschinen
US5979679A (en) * 1998-03-27 1999-11-09 Westinghouse Air Brake Company Method for installing a locking wedge and carrier plate assembly

Also Published As

Publication number Publication date
DE502004004105D1 (de) 2007-07-26
PL1661783T3 (pl) 2007-12-31
WO2006056447A1 (fr) 2006-06-01
ATE364543T1 (de) 2007-07-15
EP1661783A1 (fr) 2006-05-31

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