EP1719686B1 - Attelage séparable à tampon central avec dispositif de recentrage - Google Patents

Attelage séparable à tampon central avec dispositif de recentrage Download PDF

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Publication number
EP1719686B1
EP1719686B1 EP05009976A EP05009976A EP1719686B1 EP 1719686 B1 EP1719686 B1 EP 1719686B1 EP 05009976 A EP05009976 A EP 05009976A EP 05009976 A EP05009976 A EP 05009976A EP 1719686 B1 EP1719686 B1 EP 1719686B1
Authority
EP
European Patent Office
Prior art keywords
center position
central
coupling
position guide
actuating means
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
EP05009976A
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German (de)
English (en)
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EP1719686A1 (fr
Inventor
Rainer Dipl.-Ing. Sprave
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
Priority to AT05009976T priority Critical patent/ATE371561T1/de
Application filed by Voith Turbo Scharfenberg GmbH and Co KG filed Critical Voith Turbo Scharfenberg GmbH and Co KG
Priority to ES05009976T priority patent/ES2290817T3/es
Priority to DK05009976T priority patent/DK1719686T3/da
Priority to DE502005001381T priority patent/DE502005001381D1/de
Priority to EP05009976A priority patent/EP1719686B1/fr
Priority to PL05009976T priority patent/PL1719686T3/pl
Priority to AU2006201676A priority patent/AU2006201676A1/en
Priority to NO20061784A priority patent/NO20061784L/no
Priority to CNB200610076548XA priority patent/CN100429105C/zh
Priority to US11/417,152 priority patent/US7513376B2/en
Publication of EP1719686A1 publication Critical patent/EP1719686A1/fr
Application granted granted Critical
Publication of EP1719686B1 publication Critical patent/EP1719686B1/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
    • B61G7/00—Details or accessories
    • B61G7/10—Mounting of the couplings on the vehicle
    • B61G7/12—Adjustable coupling bars, e.g. for centralisation purposes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
    • B61G7/00—Details or accessories
    • B61G7/14—Safety devices

Definitions

  • the present invention relates to a central buffer coupling for rail vehicles, with a vertically pivotally mounted via a linkage on the car body of the rail vehicle and at its free end a coupling head bearing coupling shaft and a device for horizontal center reset, wherein the device for horizontal centering a running about a vertical pivot axis, horizontal pivoting movements of the clutch shaft mitsesde center position guide and an actuating device for positioning the Mittenwolfs Insert together with the operatively connected coupling shaft in predetermined locations or in any position of a designated pivoting range.
  • Such coupling arrangements are known in principle from the prior art ( DE 103 55 640 B ) and are distinguished by the fact that a perfect pairing of two central buffer couplings can be made possible.
  • the center reset device is usually designed so that when deflections of the coupling shaft in the horizontal plane ensures a center reset and thus the coupling shaft during the coupling process can always be kept in the center position in the middle longitudinal plane.
  • a large number of reset systems are known which allow, for example hydraulically or by spring force, the adjustment of the center position in the horizontal plane.
  • FIG. 1 is a side view of a known from the prior art and for example in the document for explaining the principle of the center reset EP 1 321 344 A1 disclosed device for centering 3 shown in a partially sectioned view.
  • This provided for a means of a coupling shaft 2 pivotally mounted on a rail vehicle central buffer coupling center reset device 3 has a pivotal movement of the coupling shaft 2 to mitliede about its vertical pivot axis center position guide 4, which in turn is non-positively connected via a gear 13 with an actuator 5.
  • the center position guide 4 is formed as a cam which is rotatably supported by means of a vertically mounted pivot pin 14 in the linkage 1 of the clutch assembly.
  • the cam plate 4 is coupled rotationally synchronously with the coupling shaft 2, and the pivot pin 14 is arranged axially aligned with a bearing pin 15 of the coupling shaft 2.
  • the pivot pin 14 itself is operatively connected to the bearing pin 15, while the cam 4 is fixedly connected to a arranged below the cam 4 gear 16, which in turn is connected via a gear 17 with an actuator serving as the center reset 5 and driven.
  • From rail vehicle technology is also known to arrange multi-stage energy dissipation facilities in the base of rail vehicles. These generally have a reversible energy dissipation device as a primary stage, which is integrated, for example in the form of a clutch spring in the coupling shaft, and which should absorb the impact forces occurring in driving, maneuvering and coupling operation. It is also possible, in the bearing block of the articulation, via which the coupling shaft is attached to the undercarriage of the car body to provide a pull / push device. This provided in the articulation train / shock device absorbs tensile and compressive forces up to a defined size and passes beyond beyond forces undamped on the bearing block in the vehicle undercarriage on.
  • One approach to avoiding such a situation is to provide, in addition to the pull / push device, another (secondary) energy dissipation device, for example in the form of two side buffers on the outer edge of the end face of the respective car body To absorb excessive impact pulses resulting impact energy. It is also possible, after exhaustion of the primary energy dissipation device via a predetermined breaking point in the Kupplungsanlenkung the residual energy on carcass side energy absorption elements, such as friction elements to redirect. This so-called overload protection serves as an additional shock protection for the protection of the vehicle undercarriage against damage in the case of strong impact impacts.
  • the coupling together with the linkage and the centering device are first pushed away from the coupling plane to the rear and thus removed from the power flow transmitted between two adjacent vehicle bodies.
  • the articulation of the coupling assembly shears at predetermined breaking points and larger parts of the coupling are pushed by a provided on the front side of the car body cross member in a space in the undercarriage.
  • shearing elements herein are to be understood as connecting elements that connect the articulation and thus the coupling arrangement with the connecting plate or with the car body in "normal” driving, and lose their function as a connecting element after exceeding a definable critical shock / tensile force so that the linkage can be pushed together with the centering device and possibly the coupling shaft through the connecting plate of the car body in a space provided in the undercarriage of the car body space.
  • the present invention seeks to provide an attached via a linkage on the front side of a car body and a centering device having a coupling arrangement, which is taken at a transmitted over the coupling shaft critical impact force from the power flow, wherein the connecting parts, the serve to connect the articulation with the front of the car body, lighter and smaller dimensions can be performed.
  • the solution according to the invention has a number of significant advantages over the known from rail vehicle technology and explained above central buffer couplings.
  • the center position clutch is used in the "normal" driving mode for transmitting the restoring torque of the actuating device to the center position guide and for non-positive connection of the actuating device with the center position guide.
  • this non-positive connection is solved independently. Accordingly, this is a separable Mitten suedskupplung in which the torque transfer and the frictional connection between the actuator of the centering device and the remaining components of the clutch assembly is interrupted in a previously precisely definable event.
  • the solution according to the invention is based on the fact that the actuating device of the center adjusting device, which may have, for example, a pneumatically operated lifting cylinder and / or an electrically operated actuating means, on the car body below, above or laterally proper articulation of the central buffer coupling is arranged, and that the restoring torque of the actuator via a transmission mechanism, such as a transmission and / or a Mitten sueds adjustment, is transmitted to the coupling shaft.
  • the coupling shaft which is rotatably articulated by means of the articulation on the front side of the corresponding car body, can thus be positioned with the aid of the actuating device and the center position guide in predetermined locations or in each point of a designated pivoting range.
  • the actuating device of the centering device is connected via the separable Mittengnaskupplung with the provided in the articulation center position guide
  • the articulation is constructed with the entire central adjusting device as a single module, and thus as such with the aid of
  • provided connecting parts eg, a cross member
  • This attachment of the linkage to the terminal plate is carried out in a preferred manner by means of Abscherigan that lose their function as connecting elements when a definable critical impact force is exceeded, thus allowing a backward movement of the linkage through the terminal plate.
  • secondary energy dissipation devices provided on the vehicle body can be used, for example, to absorb the excess impact energy.
  • the actuating device of the centering device is connected by means of a separable Mittengnaskupplung with the provided in the articulation of the coupling arrangement Mittengnasment, and because when exceeding the definable critical shock / tensile force not only the shear elements provided in the overload protection, but also the Mittengnaskupplung address and their Lose function as a link leads, when the critical shock / traction force is exceeded, only the articulation with the therein provided and positively connected to the coupling shaft center position guide a backward movement, while the actuator of the centering device remains unchanged in front of the connection plate of the car body.
  • the connecting parts such as the cross member on the end face of the car body to which the articulation of the coupling assembly is attached, correspondingly lighter and smaller dimensions be designed because in a crash, only the linkage without actuator in their backward movement pierces the terminal plate and is pushed into an example provided in the undercarriage of the car body room.
  • serving as a connecting part cross member may be performed correspondingly flatter, resulting in particular in a weight reduction of the entire clutch assembly.
  • the Mitten suedskupplung each having a on the center position guide and arranged on the actuator outer transmission member and at least one further arranged between the transmission members central transmission member, wherein the outer transmission members in each case with the central transmission member in engagement stand in order to transmit a restoring moment of the actuator to the center position guide can.
  • the advantage of such a run, separable Mittengnaskupplung is particularly to be seen in that a reliable torque transmission can be ensured by the actuating device of the centering device on the center position guide by the interconnected transmission elements in a particularly simple and easy to implement manner.
  • the separable center position clutch has the function of a balancing clutch; it is thus designed to compensate, for example, for an offset occurring between the actuating device of the center adjusting device and the center position itself.
  • a balancing clutch is also other embodiments with, for example, a plurality of central transmission members, which are positively connected by engagement with each other, conceivable.
  • the separable Mitten suedskupplung is carried out with one on the Mittengnas Entry and arranged on the actuator outer transmission member and at least one arranged between the outer transmission members central transmission member
  • the Mitten suedungskupplung is designed such that when exceeding the definable critical shock / tensile force of the engagement between at least one of the at least two outer transmission links with the central transmission member and thus solved the frictional connection between the center position guide and the actuator is interrupted.
  • the linkage in a backward movement, ie away from the coupling plane, pushed by the cross member provided as a connecting plate and thus be removed from the power flow.
  • a longitudinal the vertical pivot axis of the center position guide extending and passing through the respective transmission members bolt is provided which is fixedly connected at one end to the center position guide and at its other end to the actuator.
  • the bolt is designed so that it shears when exceeding the definable critical shock / tensile force and thus allows the release of the respective interventions of the transmission links. It would be conceivable here that the bolt has correspondingly designed predetermined breaking points.
  • the bolt is connected via Abscheremia with the center position guide and / or the actuator, said shear elements lose their connection function after exceeding the definable critical force. Since the bolt passes through the respective transmission links and is fixedly connected on the one hand to the center position guide and on the other hand to the actuating device, the transmission links are held in position on the one hand and pivotal movement of the transmission links about the vertical pivot axis is permitted for the transmission of the restoring torque to ensure the Mittenwolf Installation and thus on the coupling shaft.
  • a bolt that loses its function as a connecting element after exceeding a definable critical shock / tensile force, other devices suitable that have similar functions.
  • each arranged on the center position guide and on the actuator outer transmission member has at least one central web, and that at least a central transmission element has at least two grooves corresponding to these central webs, these grooves provided in the middle transmission element are each formed so that they each receive a corresponding central web of the outer transmission members, so as to allow the transmission of the restoring torque of the actuator to the center position guide.
  • the central transmission member has at least two central webs, and wherein the middle position guide and on the actuating device respectively arranged outer transmission members each have at least one corresponding to at least one of the central webs groove, said at least one provided in the respective outer transmission members groove is in each case formed so that it receives at least a corresponding central web of the central transmission member, so as to allow the transmission of the restoring torque of the actuator to the center position guide.
  • Both alternative embodiments are particularly easy to implement, yet effective solutions to provide a separable mid-position clutch.
  • the corresponding transmission members also have a plurality of grooves or webs. Also, the webs must not be designed as a central webs.
  • middle transmission member a cross-disk, which has at its opposite side surfaces in each case a mutually 90 ° groove.
  • the outer transfer members respectively disposed on the center position guide and on the actuator may also be formed as disks and each have a corresponding land, e.g. Mittensteg, which are offset by 90 ° to each other, so as to fit into the grooves provided in the disc cross.
  • a corresponding land e.g. Mittensteg
  • the middle transmission member is more or controlled by the outer transmission members when exceeding the critical shock / tensile force.
  • at least one of the respective middle webs of the corresponding outer transmission members about a transverse axis of the respective center web rotatable is stored, and that at least one of the respective middle webs is fixed.
  • the Mittenwolf coupling further guide means which are designed so as to the provided in the respective transfer members grooves in the respective corresponding webs the corresponding transfer members in the respective longitudinal direction of the grooves, and at the same time to substantially suppress relative movement between the respective grooves and the corresponding land in directions different from the longitudinal direction of the respective groove.
  • the outer transfer members can not move in the direction different from the longitudinal direction of the respective groove relative to the middle transfer member move, so that in an advantageous manner in the "normal" driving operation on the one hand ensures a secure hold of the transmission links to each other and on the other hand, an early response of the separable Mittengnaskupplung can be prevented.
  • the guide means have a tongue and groove connection, which is provided in the groove and on the webs of the respective transmission members. It is also conceivable to choose the profile of the groove provided in at least one of the transmission members and the profile of the corresponding webs in order to ensure a guide in the respective longitudinal direction of the grooves, and at the same time a relative movement in a direction different from the longitudinal direction essentially suppress.
  • a profile would be a dovetail-shaped profile, wherein the broad side of the dovetailed profile is present at the bottom of the groove or at the respective end face of the web.
  • profile shapes conceivable.
  • the guide means it is conceivable to equip the guide means so that they assume the function of a shearing element in addition to the function as a guide for the transmission elements relative to one another. This could for example be realized by the leadership function is released only after exceeding a definable critical response.
  • the guide means have a tongue and groove connection, it is conceivable, for example, to carry out this tongue and groove connection "perforated", ie the groove of the Tongue and groove connection to interrupt at least one point by a Abschersteg and execute this web as Abscherelement that releases the provided for guiding the groove of the tongue and groove joint after response.
  • this tongue and groove connection "perforated"
  • Fig. 1 shows a side view of a known from the prior art center reset device in a partially sectional view to explain the structure of the linkage 1 with a centering device provided therein 3.
  • This center reset device 3 is pivotally connected to a coupling shaft 2 on a (not explicitly shown) car body a middle buffer coupling fastened to a rail vehicle and has a central position guide 4 which makes use of an actuating device 5 belonging to the centering device 3 together with the coupling shaft 2 operatively connected to the center position guide 4 at each point of a provided pivoting range can be positioned.
  • the coupling shaft 2 is articulated with a vertically oriented bearing pin 15 in a Anlenkgebliuse the linkage 1 and connected via this with the (not shown) subframe of the rail vehicle.
  • connection is made via corresponding connection plates or cross members (generally connecting parts).
  • the center position guide 4 as a cam formed, which is rotatably supported by means of a vertically arranged pivot pin 14 in the articulation 1 and in the Anlenkgeophuse.
  • the pivot pin 14 is connected to a bearing pin 15 and the center position guide 4 with a gear 16 arranged below this, which in turn is connected via a gear 17 with the actuating device of the centering device 5 and driven.
  • the actuating device of the central adjusting device 5 is non-positively connected to the articulation block of the articulation 1.
  • the shearing elements (not explicitly shown) via which the bearing block of the linkage 1 is connected to the cross member of the car body respond and lose their function as connecting elements.
  • the linkage 1 is pushed together with the fixed thereto (total) centering device 3 by the cross member and thus removed from the power flow, which (not explicitly shown) secondary energy dissipation devices are used as overload protection and can absorb the excess impact energy.
  • the construction of such an overload protection requires that the cross member must be designed so that in the event of a crash the entire linkage 1 with the entire centering device 3, i. also with the arranged below the linkage 1 actuating device of the centering device 5, can be pressed through the cross member through.
  • Fig. 2 shows an exploded view of a preferred embodiment of a designed for use in the central buffer coupling according to the invention, separable Mittengnaskupplung 6, which serves on the one hand, in the "normal” driving the restoring torque of the actuator 5 to the center position guide 4 of the centering device 3 and thus on the coupling shaft.
  • the clutch assembly to reliably transmit, and on the other hand serves to lose the function as torque transmission means when a definable critical shock / tensile force is exceeded, thus allowing only the linkage 1 alone, ie without the usually below the Linkage 1 arranged and provided for the centering device 3 actuator 5, can perform a backward movement.
  • the separable Mitten suedungskupplung 6 of FIG. 2 an upper (outer) transmission member 7 a, which is fixedly connected to the center position guide 4 of the centering device 3, and a lower (outer) transmission member 7 b, which at the usually below the linkage. 1 arranged and provided for the centering device 3 actuator 5 is firmly connected.
  • the middle position clutch 6 according to FIG. 2 has a middle transmission element 8 provided between the two outer transmission elements 7a, 7b.
  • This middle transmission member 8 is formed in this embodiment as a cross-plate with each other by 90 ° grooves 11. Accordingly, the outer transmission members 7a, 7b have a corresponding center land 10.
  • the middle webs 10 of the outer transmission members 7a, 7b are in the respective grooves 11 of the cross-plate 8 and thus allow the transmission of the restoring torque of the actuator 5 to the center position guide 4 of the centering device 3rd
  • the transfer members 7a, 7b, 8 of the separable Mitten einskupplung 6 shown in FIG. 2 are each designed as slices, which are arranged axially aligned one above the other in the assembled state. Through these discs, a bolt 9 through the axial longitudinal axis of the discs 7a, 7b, 8 pass through to ensure the secure fit of the discs 7a, 7b, 8 to each other and to the center position guide 4 and the actuator 5 of the centering device 3. This pin 9, which is not shown explicitly in FIG.
  • a guide means 12 is provided in the form of a tongue and groove 12, wherein the spring 18 of this spring groove means 12 is provided on the respective webs 10 of the outer transmission members 7 a, 7 b, and wherein in the respective groove 11 of the central transmission member 8, a corresponding groove 19 of the tongue and groove joint 12 is formed.
  • These guide means 12 serve to ensure that the transmission members 7a, 7b, 8 can only perform a relative movement towards one another in the direction of the groove 11 formed in the middle transmission member 8.
  • FIG. 3A to F show the sequence of movement of the separating operation of the separable Mittengnaskupplung 6 of FIG. 2.
  • FIG. 3A shows a plan view of the separable Mittengnaskupplung 6 in the normal operating condition.
  • FIGS. 3B to 3E show various states which precede the complete resolution of the engagement of the individual transmission elements 7a, 7b, 8.
  • Fig. 3F the state is shown, in which the engagement of the transmission members 7a, 7b, 8 completely dissolved and the central transmission member 8 is completely leaked, why the connection between the actuator 5 and provided in the articulation 1 of the central buffer coupling center position guide 4 solved is.

Landscapes

  • Mechanical Engineering (AREA)
  • Engineering & Computer Science (AREA)
  • Vibration Dampers (AREA)
  • Mechanical Operated Clutches (AREA)
  • Waveguide Aerials (AREA)
  • Flanged Joints, Insulating Joints, And Other Joints (AREA)
  • Vibration Prevention Devices (AREA)
  • Mechanical Coupling Of Light Guides (AREA)
  • Vehicle Body Suspensions (AREA)
  • Conveying And Assembling Of Building Elements In Situ (AREA)
  • Agricultural Machines (AREA)
  • Transplanting Machines (AREA)
  • Control Of Motors That Do Not Use Commutators (AREA)

Claims (11)

  1. Attelage à tampon central pour véhicules ferroviaires, comprenant un arbre d'attelage (2), monté sur la caisse du véhicule ferroviaire en pivotement vertical via une articulation (1) et portant à son extrémité libre une tête d'attelage, et un dispositif (3) pour le rappel en position médiane horizontale, un guidage de position médiane (4) s'étendant autour d'un axe de pivotement vertical et suivant des mouvements de pivotement horizontaux de l'arbre d'attelage (2), ainsi qu'un dispositif d'actionnement (5) pour positionner le guidage de position médiane (4) ensemble avec l'arbre d'attelage (2) qui lui est relié en termes d'action, à des emplacements prédéterminés ou à chaque emplacement d'une plage de pivotement prévue,
    caractérisé en ce que
    le guidage de position médiane (4) est relié par coopération de forces avec le dispositif d'actionnement (5) à l'aide d'un accouplement à position centrale (6) pour transmettre un couple de rappel du dispositif d'actionnement (5) au guidage de position médiane (4), ladite liaison à coopération de forces étant annulée lors du dépassement d'une force de poussée/traction critique prédéterminable agissant en direction longitudinale de l'arbre d'attelage (2) et transmise via celui-ci.
  2. Attelage à tampon central selon la revendication 1,
    caractérisé en ce que l'accouplement à position centrale (6) comprend respectivement au moins un organe de transmission extérieur (7a, 7b) agencé sur le guidage de position médiane (4) et au moins un organe de transmission extérieur (7a, 7b) agencé sur le dispositif d'actionnement (5), et au moins un autre organe de transmission médian (8) agencé entre ceux-ci, les organes de transmission extérieurs (7a, 7b) étant respectivement en engagement avec l'organe de transmission médian (8) de manière à transmettre un couple de rappel du dispositif d'actionnement (5) au guidage de position médiane (4).
  3. Attelage à tampon central selon la revendication 2,
    caractérisé en ce que l'accouplement à position centrale (6) est réalisé de telle manière que lors d'un dépassement de la force de poussée/traction critique prédéterminable, l'engagement d'au moins un organe de transmission extérieur (7a, 7b) avec l'organe de transmission médian (8) est annulé et la liaison à coopération de forces entre le guidage de position médiane (4) et le dispositif d'actionnement (5) est interrompue.
  4. Attelage à tampon central selon la revendication 2,
    caractérisé en ce que l'accouplement à position centrale (6) comprend en outre un goujon (9) s'étendant le long de l'axe de pivotement vertical et traversant les organes de transmission respectifs (7a, 7b, 8), ledit goujon étant fermement relié par une extrémité au guidage de position médiane (4) et par son autre extrémité au dispositif d'actionnement (5), et lors du dépassement de la force de poussée/traction critique prédéterminable, ledit goujon (9) étant cisaillé et permettant ainsi l'annulation de l'engagement dudit au moins un organe de transmission extérieur (7a, 7b) avec l'organe de transmission médian (8) et l'interruption de la liaison à coopération de forces entre le guidage de position médiane (4) et le dispositif d'actionnement (5).
  5. Attelage à tampon central selon l'une des revendications 2 à 4, dans lequel l'organe de transmission extérieur (7a, 7b) agencé sur le guidage de position médiane (4) et l'organe de transmission extérieur (7a, 7b) agencé sur le dispositif d'actionnement (5) respectivement comprend au moins une barrette médiane (10), et l'organe de transmission médian (8) comporte au moins deux gorges (11) qui correspondent aux barrettes médianes (10), lesdites gorges (11) ménagées dans l'organe de transmission médian (8) étant chacune réalisée de telle manière qu'elles reçoivent respectivement une barrette médiane correspondante (10) des organes de transmission extérieurs (7a, 7b) pour permettre ainsi la transmission du couple de rappel du dispositif d'actionnement (5) vers le guidage de position médiane (4).
  6. Attelage à tampon central selon l'une des revendications 2 à 4, dans lequel l'organe de transmission médian (8) comporte au moins deux barrettes médianes (10), et dans lequel les organes de transmission extérieurs (7a, 7b) agencés respectivement sur le guidage de position médiane (4) et sur le dispositif d'actionnement (5) présentent chacun au moins une gorge (11) correspondant à l'une au moins des barrettes médianes (10), ladite au moins une gorge (11) prévue dans les organes de transmission extérieurs (7a, 7b) respectifs étant réalisée de telle manière qu'elle reçoive au moins une barrette médiane correspondante (10) de l'organe de transmission médian (8), pour permettre ainsi la transmission du couple de rappel du dispositif d'actionnement (5) vers le guidage de position médiane (4).
  7. Attelage à tampon central selon la revendication 5 au 6, dans lequel les barrettes médianes respectives (10) des organes de transmission correspondants (7a, 7b, 8) sont décalées de 90° l'une par rapport à l'autre, et de façon correspondante les gorges (11) des organes de transmission correspondants (7a, 7b, 8) qui correspondent aux barrettes médianes respectives (10) sont également décalées de 90°.
  8. Attelage à tampon central selon l'une des revendications 5, 6 ou 7, dans lequel l'une au moins des barrettes médianes (10) respectives des organes de transmission (7a, 7b, 8) correspondants est montée en rotation autour d'un axe transversal de la barrette médiane respective (10), et l'une au moins des barrettes médianes (10) respectives est immobilisée.
  9. Attelage à tampon central selon l'une des revendications 5 à 8, dans lequel l'accouplement à position centrale (6) comporte en outre des moyens de guidage (12) qui sont conçus de manière à guider les gorges (11) prévues dans les organes de transmission correspondants (7a, 7b, 8) et les barrettes médianes respectives correspondantes (10) des organes de transmission correspondants (7a, 7b, 8) dans la direction longitudinale respective des gorges (11), pour empêcher essentiellement un mouvement relatif entre la gorge respective (11) et la barrette médiane correspondante (10) dans des directions qui diffèrent de la direction longitudinale de la gorge respective (11).
  10. Attelage à tampon central selon la revendication 8, dans lequel les moyens de guidage (12) comportent une liaison à rainure-et-languette qui est ménagée dans la gorge (11) et sur les barrettes médianes (10) des organes de transmission (7a, 7b, 8).
  11. Attelage à tampon central selon la revendication 8 ou 9, dans lequel la gorge (11) et les barrettes médianes (10) associées présentent chacune un profil en forme de queue d'aronde ajustés l'un à l'autre, le grand côté du profil en forme de queue d'aronde étant prévu dans la zone du fond de la gorge (11).
EP05009976A 2005-05-06 2005-05-06 Attelage séparable à tampon central avec dispositif de recentrage Active EP1719686B1 (fr)

Priority Applications (10)

Application Number Priority Date Filing Date Title
ES05009976T ES2290817T3 (es) 2005-05-06 2005-05-06 Enganche separable de posicion central.
DK05009976T DK1719686T3 (da) 2005-05-06 2005-05-06 Adskillelig midtercentreringskobling
DE502005001381T DE502005001381D1 (de) 2005-05-06 2005-05-06 Trennbare Mittenstellungskupplung
EP05009976A EP1719686B1 (fr) 2005-05-06 2005-05-06 Attelage séparable à tampon central avec dispositif de recentrage
PL05009976T PL1719686T3 (pl) 2005-05-06 2005-05-06 Dający się rozdzielić sprzęg centrujący
AT05009976T ATE371561T1 (de) 2005-05-06 2005-05-06 Trennbare mittenstellungskupplung
AU2006201676A AU2006201676A1 (en) 2005-05-06 2006-04-21 Separable center position coupling
NO20061784A NO20061784L (no) 2005-05-06 2006-04-24 Separerbar senter posisjon kobling
CNB200610076548XA CN100429105C (zh) 2005-05-06 2006-04-30 可分离的中位连接部
US11/417,152 US7513376B2 (en) 2005-05-06 2006-05-04 Separable center position coupling

Applications Claiming Priority (1)

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EP05009976A EP1719686B1 (fr) 2005-05-06 2005-05-06 Attelage séparable à tampon central avec dispositif de recentrage

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EP1719686A1 EP1719686A1 (fr) 2006-11-08
EP1719686B1 true EP1719686B1 (fr) 2007-08-29

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US (1) US7513376B2 (fr)
EP (1) EP1719686B1 (fr)
CN (1) CN100429105C (fr)
AT (1) ATE371561T1 (fr)
AU (1) AU2006201676A1 (fr)
DE (1) DE502005001381D1 (fr)
DK (1) DK1719686T3 (fr)
ES (1) ES2290817T3 (fr)
NO (1) NO20061784L (fr)
PL (1) PL1719686T3 (fr)

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CN102848181B (zh) * 2012-09-06 2014-11-05 东华大学 用于转动体自动快速联接与分离的机构及方法
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CH713677B1 (de) * 2017-04-06 2021-04-30 Faiveley Transp Schwab Ag Anlenkungseinrichtung für eine Kupplung eines Schienenfahrzeugs.
CN108556868B (zh) * 2018-01-26 2020-04-10 连江县维佳工业设计有限公司 一种火车车厢用可拆挂钩机构
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Also Published As

Publication number Publication date
CN100429105C (zh) 2008-10-29
DE502005001381D1 (de) 2007-10-11
NO20061784L (no) 2006-11-07
DK1719686T3 (da) 2007-10-29
CN1857953A (zh) 2006-11-08
PL1719686T3 (pl) 2008-01-31
US7513376B2 (en) 2009-04-07
US20060249470A1 (en) 2006-11-09
AU2006201676A1 (en) 2006-11-23
ATE371561T1 (de) 2007-09-15
ES2290817T3 (es) 2008-02-16
EP1719686A1 (fr) 2006-11-08

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