EP1866194A1 - Rail vehicle comprising a coupling connection that is adapted to a crash situation - Google Patents

Rail vehicle comprising a coupling connection that is adapted to a crash situation

Info

Publication number
EP1866194A1
EP1866194A1 EP06721194A EP06721194A EP1866194A1 EP 1866194 A1 EP1866194 A1 EP 1866194A1 EP 06721194 A EP06721194 A EP 06721194A EP 06721194 A EP06721194 A EP 06721194A EP 1866194 A1 EP1866194 A1 EP 1866194A1
Authority
EP
European Patent Office
Prior art keywords
coupling
rail vehicle
car body
ksl
carriage
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.)
Granted
Application number
EP06721194A
Other languages
German (de)
French (fr)
Other versions
EP1866194B1 (en
Inventor
Markus Seitzberger
Thomas Platter
Wilhelm Mayer
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.)
Siemens AG Oesterreich
Original Assignee
Siemens Transportation Systems 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
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Application filed by Siemens Transportation Systems GmbH and Co KG filed Critical Siemens Transportation Systems GmbH and Co KG
Priority to PL06721194T priority Critical patent/PL1866194T3/en
Publication of EP1866194A1 publication Critical patent/EP1866194A1/en
Application granted granted Critical
Publication of EP1866194B1 publication Critical patent/EP1866194B1/en
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Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D15/00—Other railway vehicles, e.g. scaffold cars; Adaptations of vehicles for use on railways
    • B61D15/06—Buffer cars; Arrangements or construction of railway vehicles for protecting them in case of collisions
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
    • B61G7/00—Details or accessories
    • B61G7/10—Mounting of the couplings on the vehicle

Definitions

  • the invention relates to a rail vehicle with a car body, which has at at least one end of the car behind a terminal carrier of the car body compression zone, as well as with a (central buffer) coupling, which protrudes from a substantially vertical pivot axis on the end of the car and with a Carrier of the car body is connected.
  • the clutches In the case of rail vehicles of the objective type, in the event of a frontal collision, the clutches initially come into contact. Usually, the clutches contain shock-absorbing and / or resilient elements which, while being shortened in the longitudinal direction, absorb at least part of the impact energy. If the energy dissipation in the clutches is not sufficient, which is the case with higher collision speeds between the vehicles, the accumulation zone located behind each end carrier for each carriage should then control the rest of the impact energy and prevent or limit damage to the remainder of the vehicle and thereby protect people.
  • the coupling is separated from the car body via a desired shear point in order to avoid that the collision force via parallel load paths (coupling and compression zone of the car body ) is introduced into the car bodies and impermissibly high total forces occur in the car bodies.
  • parallel load paths coupled and compression zone of the car body
  • FIGS. 1a to 1c The aforementioned solution according to the prior art is shown schematically in FIGS. 1a to 1c.
  • the car body WKA a rail vehicle not shown in detail has at its end faces a transversely to the direction of travel extending end carrier ETR, which ends in a Aufkletterschutz AKS.
  • end carrier ETR which ends in a Aufkletterschutz AKS.
  • a compression zone STA connects, which can deform in a controlled collision case.
  • a bearing block LAB of the longitudinal center carrier MLT or on a coupling cross member, a vertical coupling mounting plate, etc.
  • SWA coupling KUP by means of shear pin SBO is attached.
  • the coupling arm is KAM telescopically collapsible when the attacking force exceeds a certain amount in case of collision, for which purpose, for example, a deformation element DEF can be used as indicated.
  • a deformation element DEF can be used as indicated.
  • KAM shock-absorbing and / or resilient elements are included, as seen for example in US 3,149,731 A.
  • FIG. 1b shows a first phase of a collision in which the force acting on the coupling end piece has become so great that the deformation element DEF has responded and the coupling arm KAM has been pushed together.
  • the climbing protectors AKS of the colliding wagons start to interlock and the force is to be transmitted via the anti-climb protection so that the effect of the compression zone can begin.
  • the bolts SBO shear off and, as desired, force transmission is no longer possible via the clutch KUP.
  • the total force on the car body is thus defined by the occurring in the compression zone deformation of the compression elements provided there.
  • the shearing of the clutch involves the risk of derailment, since the coupling can catch on the track bed, can collide with the bogie etc.
  • the clutch may shear before the car bodies engage with each other, but this is not possible with all designs or design requirements.
  • An object of the invention is to provide a coupling connection for a rail vehicle in which a shearing of the coupling is not required to avoid unwanted parallel load paths, namely coupling on the one hand and compression zone on the other hand, in the event of a collision. This is to limit the delays in the passenger area and ensure the stability of this area. In addition, the problems that may arise from a sheared coupling omitted.
  • Fig. 2a to 2c shows in a similar view as Fig.l, but for two mutually coupled vehicles, the invention in a simplified and schematic representation.
  • the same reference numerals are used for the same parts as in Fig. Ia to Ic.
  • the coupling KUP fixedly fixed to the underside of a coupling carriage KSL, here - in contrast to the prior art - no shear bolt or the like are used.
  • the coupling carriage KSL is attached to an end carrier ETR of the car body WKA and runs from here, bridging the compression zone STA, towards the center of the car. He is mounted longitudinally displaceable after the compression zone STA on a central longitudinal member MLT of the car body WKA, which will be explained in more detail below.
  • the two adjacent vehicles are pushed against each other, initially the telescopically engaging coupling arms KAM are telescoped together overcoming the deformation elements DEF, until in the first phase of a collision, as shown in Fig. 2b, the Aufklettertike AKS of both vehicles interlock.
  • the coupling arms can also be designed according to other known types and, for example, integrated damping elements, etc. may have.
  • the compression zone is deformed, as can be seen in FIG. 2c, during which deformation the coupling carriage KSL shifts along the center longitudinal member MLT in the direction of the center of the carriage. It is obvious that in this way a shearing of the coupling is not required and the problems already explained above with such a shearing also can not occur. Since all longitudinal forces are introduced via the end carrier, regardless of whether the clutch continues to transmit power or not, the total force on the car body is always limited by the maximum compression force in the compression zone.
  • the coupling carriage is guided on a center longitudinal member of the car body.
  • the coupling carriage is screwed to the end carrier, wherein a central pin is provided for the introduction of force.
  • a favorable in practice leadership of the coupling carriage is obtained when the coupling carriage identifies at its inner end two mutually projecting U-shaped guides, which comprise seated on the car body guide webs.
  • the invention proves to be very advantageous in the case of a rail vehicle in which a coupling arm extending from an attachment point on the coupling carriage in the direction of the end of the carriage to a coupling end piece is collapsible telescopically in the event of a collision by overcoming a deformation element or after shearing off an internal overload protection.
  • FIG. 3a and 3b in a perspective view obliquely from below and in front the car body of a rail vehicle according to the invention, including a coupling carriage in its initial state or deformed in a collision state in an SD crash simulation, for better visibility, the actual coupling not shown
  • FIG. 4 is a plan view of a front portion of a car body with arranged thereon coupling carriage and the clutch
  • Fig. 6 is a section along the line VI-VI of Fig. 4, also in an enlarged view and
  • Fig. 7 shows the detail VII of Fig. 5 in an enlarged view.
  • FIGS. 3a and 3b the crash behavior of a railway vehicle according to the invention is shown on the basis of a computer simulation of an actual embodiment.
  • Fig. 3a shows the state on the front side of a car before driving.
  • a coupling carriage KSL is attached at one end to an end carrier ETR of the carriage. With this end carrier and the climbing protection AKS is connected or integrally formed.
  • the coupling carriage KSL extends in the direction of the carriage center and is guided at its other end by means of two U-shaped guides UFU protruding on both sides in that they comprise guide webs FST which are seated on the vehicle body WKA.
  • the actual coupling together with its coupling rod has been omitted in order to better show the coupling slide in this oblique bottom view.
  • FIGS. 4 to 7 now show details of an actual embodiment.
  • Fig. 4 - a plan view - can be seen on the left the outline of the climbing protection AKS. The coupling is also marked.
  • Fig. 5 shows an enlarged view of the leadership of the coupling carriage KSL on the center longitudinal member MLT of the car body.
  • the coupling carriage KSL each has a U-shaped guide UFU on its left and right sides, with each guide UFU embracing an associated guide web FST associated with the central longitudinal member.
  • Each guide UFU has an upper leg OBS and a lower leg US.
  • Intermediate 'see the lower leg UNS and guide web FST of the car body is an adjustable transverse wedge KEI provided, which is adjustable by means of a screw-nut arrangement, so that the pressure with which the guide Asst UFU the web FST umf, can be adjusted.
  • the guide web FST is included with the interposition of plastic inserts KUE, which, for example, a seizure by rust should be avoided and the sliding friction between the guide web FST and the coupling carriage KSL should be kept low.
  • FIG. 6 shows that the coupling carriage KSL is screwed to the end carrier ETR with the aid of bolts SCH, with a central pin BST being provided for the defined and reliable introduction of force.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Vibration Dampers (AREA)
  • Body Structure For Vehicles (AREA)
  • Platform Screen Doors And Railroad Systems (AREA)
  • Refuge Islands, Traffic Blockers, Or Guard Fence (AREA)
  • Train Traffic Observation, Control, And Security (AREA)

Abstract

The invention relates to a rail vehicle comprising a body (WKA) with a compression zone (STA) that lies at least at one end behind an end support (ETR) of said body, in addition to a centre buffer coupling (KUP), which extends from an essentially vertical pivoting axis (SWA) to the end of the body and which is connected to a support of the body. According to the invention, a coupling carriage (KSL), which extends from the end support, bridging the compression zone (STA) and running towards the centre of the vehicle carriage, is fixed to the end support (ETR), said carriage being guided on the body (WKA) so that it can be longitudinally displaced.

Description

SCHIENENFAHRZEUG MIT KOLLISIONSTAUGLICHER KUPPLUNGSANBINDUNG RAIL VEHICLE WITH COLLISIONABLE CLUTCH CONNECTION
Die Erfindung bezieht sich auf ein Schienenfahrzeug mit einem Wagenkasten, welcher an zumindest einem Wagenende eine hinter einem Endträger des Wagenkastens liegende Stauchzone aufweist, sowie mit einer (Mittelpuffer-)Kupplung, die von einer im Wesentlichen vertikalen Schwenkachse ausgehend über das Wagenende hinausragt und mit einem Träger des Wagenkastens verbunden ist.The invention relates to a rail vehicle with a car body, which has at at least one end of the car behind a terminal carrier of the car body compression zone, as well as with a (central buffer) coupling, which protrudes from a substantially vertical pivot axis on the end of the car and with a Carrier of the car body is connected.
Bei Schienenfahrzeugen der gegenständlichen Art kommt es im Fall einer Frontalkollision zunächst zu einem Aufeinandertreffen der Kupplungen. Üblicherweise enthalten die Kupplungen stoßdämpfende und/ oder federnde Elemente, die, unter Verkürzung in Längsrichtung, zumindest einen Teil der Aufprallenergie aufnehmen. Falls der Energieabbau in den Kupplungen nicht ausreicht, was bei höheren Kollisionsgeschwindigkeiten zwischen den Fahrzeugen der Fall ist, soll anschließend die bei jedem Wagen vorhandene, hinter dem jeweiligen Endträger gelegene Stauchzone kontrolliert den Rest der Aufprallenergie aufnehmen und Schäden am übrigen Teil des Fahrzeuges verhindern oder begrenzen, und dadurch Personen schützen. Bevor die Stirnseiten der Fahrzeuge, im Allgemeinen die jeweiligen Aufkletterschutze, in Eingriff kommen, sieht man meist vor, dass die Kupplung über eine Soll-Abscherstelle vom Wagenkasten abgetrennt wird, um zu vermeiden, dass die Kollisionskraft über parallele Lastpfade (Kupplung und Stauchzone des Wagenkastens) in die Wagenkästen eingeleitet wird und unzulässig hohe Gesamtkräfte in den Wagenkästen auftreten. Dies würde neben den bereits erwähnten Schäden an den Fahrzeugen auch zu erhöhten Verzögerungen der Fahrzeuge und damit zu einem erhöhten Verletzungsrisiko von Personen führen.In the case of rail vehicles of the objective type, in the event of a frontal collision, the clutches initially come into contact. Usually, the clutches contain shock-absorbing and / or resilient elements which, while being shortened in the longitudinal direction, absorb at least part of the impact energy. If the energy dissipation in the clutches is not sufficient, which is the case with higher collision speeds between the vehicles, the accumulation zone located behind each end carrier for each carriage should then control the rest of the impact energy and prevent or limit damage to the remainder of the vehicle and thereby protect people. Before the front sides of the vehicles, generally the respective anti-climbers, come into engagement, it is usually provided that the coupling is separated from the car body via a desired shear point in order to avoid that the collision force via parallel load paths (coupling and compression zone of the car body ) is introduced into the car bodies and impermissibly high total forces occur in the car bodies. In addition to the damage to the vehicles already mentioned, this would also lead to increased delays of the vehicles and thus to an increased risk of injury to persons.
Die zuvor erwähnte Lösung nach dem Stand der Technik ist in den Fig. Ia bis Ic schematisch dargestellt. Der Wagenkasten WKA eines nicht näher gezeigten Schienenfahrzeugs besitzt an seinen Stirnseiten einen quer zur Fahrtrichtung verlaufenden Endträger ETR, der in einem Aufkletterschutz AKS endet. Eine solche Anordnung ist wohlbekannt und geht beispielsweise aus der WO 2004/110842 Al hervor. In Richtung zur Wagenmitte schließt eine Stauchzone STA an, die sich im Kollisionsfall kontrolliert verformen kann. An einem Lagerbock LAB des Mittellängsträgers MLT (oder an einem Kupplungsquerträger, einer senkrechten Kupplungs-Montageplatte etc.) ist die um eine im Wesentlichen vertikale Schwenkachse SWA verschwenkbare Kupplung KUP mit Hilfe von Scherbolzen SBO befestigt. Sie endet in einem Kupplungsendstiick KES, das mit einem gleichen Endstück eines benachbarten Wagens verbunden werden kann. In dem gezeigten Beispiel ist der Kupplungsarm KAM teleskopartig zusammenschiebbar, wenn die angreifende Kraft ein bestimmtes Maß im Kollisionsfall überschreitet, wozu beispielsweise ein Deformationselement DEF wie angedeutet verwendet werden kann. Meist sind jedenfalls im Kupplungsarm KAM stoßdämpfende und/oder federnde Elemente enthalten, wie z.B. in der US 3,149,731 A zu sehen.The aforementioned solution according to the prior art is shown schematically in FIGS. 1a to 1c. The car body WKA a rail vehicle not shown in detail has at its end faces a transversely to the direction of travel extending end carrier ETR, which ends in a Aufkletterschutz AKS. Such an arrangement is well known and is evident, for example, from WO 2004/110842 A1. In the direction of the center of the car, a compression zone STA connects, which can deform in a controlled collision case. On a bearing block LAB of the longitudinal center carrier MLT (or on a coupling cross member, a vertical coupling mounting plate, etc.) which is pivotable about a substantially vertical pivot axis SWA coupling KUP by means of shear pin SBO is attached. It ends in a coupling end piece KES, which can be connected to a same tail of an adjacent car. In the example shown, the coupling arm is KAM telescopically collapsible when the attacking force exceeds a certain amount in case of collision, for which purpose, for example, a deformation element DEF can be used as indicated. In most cases, at least in the coupling arm KAM shock-absorbing and / or resilient elements are included, as seen for example in US 3,149,731 A.
Fig. Ib zeigt eine erste Phase einer Kollision, bei welcher die auf das Kupplungsendstück wirkende Kraft so groß geworden ist, dass das Deformationselement DEF angesprochen hat und der Kupplungsarm KAM zusammengeschoben wurde. Ih dieser Phase beginnen die Aufkletterschutze AKS der kollidierenden Wagen ineinanderzugreifen und die Krafteinleitung soll über den Aufkletterschutz erfolgen, damit die Wirkung der Stauchzone einsetzen kann. Um dies zu ermöglichen, scheren, wie in Fig. Ic gezeigt, die Bolzen SBO ab und über die Kupplung KUP ist nun - wie gewünscht - keine Krafteinleitung mehr möglich. Die Gesamtkraft auf den Wagenkasten ist damit durch die in der Stauchzone stattfindende Deformation der dort vorgesehenen Stauchelemente definiert.FIG. 1b shows a first phase of a collision in which the force acting on the coupling end piece has become so great that the deformation element DEF has responded and the coupling arm KAM has been pushed together. In this phase, the climbing protectors AKS of the colliding wagons start to interlock and the force is to be transmitted via the anti-climb protection so that the effect of the compression zone can begin. In order to make this possible, as shown in FIG. 1c, the bolts SBO shear off and, as desired, force transmission is no longer possible via the clutch KUP. The total force on the car body is thus defined by the occurring in the compression zone deformation of the compression elements provided there.
Das Abscheren der Kupplung birgt jedoch die Gefahr von Entgleisungen mit sich, da sich die Kupplung mit dem Gleisbett verfangen kann, mit dem Drehgestell kollidieren kann etc. Man kann durch besondere Vorrichtungen, wie Führungsstangen, Halteketten etc. diese Gefahr verringern, doch setzt dies im Allgemeinen voraus, dass die Kupplung abscheren kann, bevor die Wagenkästen miteinander in Eingriff kommen, was aber nicht bei allen Ausführungen bzw. Auslegungs- Anforderungen möglich ist.The shearing of the clutch, however, involves the risk of derailment, since the coupling can catch on the track bed, can collide with the bogie etc. One can reduce this danger by special devices, such as guide rods, retaining chains, etc., but this is in In general, the clutch may shear before the car bodies engage with each other, but this is not possible with all designs or design requirements.
Eine Aufgabe der Erfindung liegt in der Schaffung einer Kupplungsanbindung für ein Schienenfahrzeug, bei welchem ein Abscheren der Kupplung nicht erforderlich ist, um unerwünschte parallele Lastpfade, nämlich Kupplung einerseits und Stauchzone andererseits, im Kollisionsfall zu vermeiden. Dadurch sollen die Verzögerungen im Passagierbereich beschränkt und die Stabilität dieses Bereiches sichergestellt werden. Außerdem sollen die Probleme, die aus einer abgescherten Kupplung erwachsen können, entfallen.An object of the invention is to provide a coupling connection for a rail vehicle in which a shearing of the coupling is not required to avoid unwanted parallel load paths, namely coupling on the one hand and compression zone on the other hand, in the event of a collision. This is to limit the delays in the passenger area and ensure the stability of this area. In addition, the problems that may arise from a sheared coupling omitted.
Diese Aufgabe wird mit einem Schienenfahrzeug der eingangs genannten Art erfindungsgemäß dadurch gelöst, dass am Endträger ein Kupplungsschlitten befestigt ist, der sich vom Endträger ausgehend, die Stauchzone überbrückend, in Richtung der Wagenmitte erstreckt, und der am Wagenkasten längsverschieblich geführt ist. * This object is achieved with a rail vehicle of the type mentioned in the present invention, that at the end support a coupling carriage is attached, starting from the end support bridging the compression zone, extending in the direction of the center of the car, and is longitudinally displaceably guided on the car body. *
Fig. 2a bis 2c zeigt in einer ähnlichen Ansicht wie Fig.l, jedoch für zwei aneinander gekuppelte Fahrzeuge die Erfindung in einer vereinfachten und schematischen Darstellung. In diesen Abbildungen werden für gleiche Teile die gleichen Bezugszeichen verwendet wie in Fig. Ia bis Ic. Wie ersichtlich, ist die Kupplung KUP gemäß der Erfindung an der Unterseite eines Kupplungsschlittens KSL fix befestigt, wobei hier - im Gegensatz zum Stand der Technik - keine Scherbolzen oder Ähnliches zur Anwendung kommen. Der Kupplungsschlitten KSL ist an einem Endträger ETR des Wagenkastens WKA befestigt und verläuft von hier aus, die Stauchzone STA überbrückend, in Richtung zur Wagenmitte. Er ist nach der Stauchzone STA an einem Mittellängsträger MLT des Wagenkastens WKA längsverschieblich gelagert, was weiter unten näher erläutert wird.Fig. 2a to 2c shows in a similar view as Fig.l, but for two mutually coupled vehicles, the invention in a simplified and schematic representation. In these figures, the same reference numerals are used for the same parts as in Fig. Ia to Ic. As can be seen, the coupling KUP according to the invention fixedly fixed to the underside of a coupling carriage KSL, here - in contrast to the prior art - no shear bolt or the like are used. The coupling carriage KSL is attached to an end carrier ETR of the car body WKA and runs from here, bridging the compression zone STA, towards the center of the car. He is mounted longitudinally displaceable after the compression zone STA on a central longitudinal member MLT of the car body WKA, which will be explained in more detail below.
Im Gegensatz zu einer konventionellen Kupplungsanbindung, bei der die Kupplungslängskräfte hinter der Stauchzone STA direkt in den Wagenkasten WKA eingeleitet werden, werden diese erfindungsgemäß über den Kupplungsschlitten KSL, den Endträger ETR und die Stauchzone STA in den Wagenkasten WKA eingeleitet.In contrast to a conventional coupling connection, in which the coupling longitudinal forces are introduced behind the compression zone STA directly into the car body WKA, they are inventively introduced via the coupling carriage KSL, the end carrier ETR and the compression zone STA in the car body WKA.
Im Kollisionsfall werden die zwei benachbarten Fahrzeuge gegeneinander geschoben, wobei zunächst die aneinander angreifenden Kupplungsarme KAM unter Überwindung der Deformationselemente DEF teleskopartig zusammen geschoben werden, bis in der ersten Phase einer Kollision, wie in Fig. 2b gezeigt, die Aufkletterschutze AKS beider Fahrzeuge ineinander greifen. Es sei hier betont, dass die Kupplungsarme auch entsprechend anderen bekannten Bauarten ausgebildet sein und z.B. integrierte Dämpfungselemente etc. aufweisen können.In the event of a collision, the two adjacent vehicles are pushed against each other, initially the telescopically engaging coupling arms KAM are telescoped together overcoming the deformation elements DEF, until in the first phase of a collision, as shown in Fig. 2b, the Aufkletterschutze AKS of both vehicles interlock. It should be emphasized here that the coupling arms can also be designed according to other known types and, for example, integrated damping elements, etc. may have.
Bei weiterer Krafteinwirkung kommt es zu einer Verformung der Stauchzone, wie in Fig. 2c ersichtlich, wobei sich während dieser Verformung der Kupplungsschlitten KSL entlang des Mittellängsträgers MLT in Richtung der Wagenmitte verschiebt. Es ist einleuchtend, dass auf diese Weise ein Abscheren der Kupplung nicht erforderlich ist und die mit einem solchen Abscheren bereits weiter oben erläuterten Probleme auch nicht auftreten können. Da alle Längskräfte über den Endträger eingeleitet werden, ist, unabhängig davon, ob die Kupplung weiter Kraft überträgt oder nicht, die Gesamtkraft auf den Wagenkasten immer durch die maximale Stauchkraft in der Stauchzone begrenzt.Upon further application of force, the compression zone is deformed, as can be seen in FIG. 2c, during which deformation the coupling carriage KSL shifts along the center longitudinal member MLT in the direction of the center of the carriage. It is obvious that in this way a shearing of the coupling is not required and the problems already explained above with such a shearing also can not occur. Since all longitudinal forces are introduced via the end carrier, regardless of whether the clutch continues to transmit power or not, the total force on the car body is always limited by the maximum compression force in the compression zone.
Bei einer hinsichtlich der Krafternleitung zweckmäßigen Ausführungsform ist vorgesehen, dass der Kupplungsschlitten an einem Mittellängsträger des Wagenkastens geführt ist.In an embodiment which is expedient with regard to the power line, it is provided that the coupling carriage is guided on a center longitudinal member of the car body.
Im Sinn der Erfindung ist es auch vorteilhaft, wenn der Kupplungsschlitten mit dem Endträger verschraubt ist, wobei zur Krafteinleitung ein zentraler Bolzenstummel vorgesehen ist. Eine in der Praxis günstige Führung des Kupplungsschlittens ergibt sich, wenn der Kupplungsschlitten an seinem inneren Ende zwei beidseitig abstehende U-förmige Führungen ausweist, welche am Wagenkasten sitzende Führungsstege umfassen.In the sense of the invention, it is also advantageous if the coupling carriage is screwed to the end carrier, wherein a central pin is provided for the introduction of force. A favorable in practice leadership of the coupling carriage is obtained when the coupling carriage identifies at its inner end two mutually projecting U-shaped guides, which comprise seated on the car body guide webs.
Eine sichere Funktion der Erfindung auch nach langer Einsatzzeit wird gewährleistet, falls der Kupplungsschlitten am Wagenkasten unter Zwischenschaltung von Kunststoffeinlagen verschieblich gelagert ist. Dadurch wird z.B. ein Einrosten vermieden. Durch den Einsatz geeigneter Kunststoffe können aber auch die Gleitreibungskräfte bei einer Kollision gering gehalten werden, um eine Längsverschieblichkeit bei geringem Kraftniveau sicherzustellen.A safe operation of the invention even after a long period of use is ensured if the coupling carriage is slidably mounted on the car body with the interposition of plastic inserts. This will e.g. a rusting avoided. By using suitable plastics but also the sliding friction forces can be kept low in a collision to ensure a longitudinal displacement at low power level.
Sehr vorteilhaft erweist sich die Erfindung bei einem Schienenfahrzeug, bei welchem ein von einer Befestigungsstelle am Kupplungsschlitten in Richtung des Wagenendes bis zu einem Kupplungsendstück verlaufender Kupplungsarm im Kollisionsfall unter Überwindung eines Deformationselementes oder nach Abscheren eines inneren Überlastschutzes, etc. teleskopartig zusammenschiebbar ist.The invention proves to be very advantageous in the case of a rail vehicle in which a coupling arm extending from an attachment point on the coupling carriage in the direction of the end of the carriage to a coupling end piece is collapsible telescopically in the event of a collision by overcoming a deformation element or after shearing off an internal overload protection.
Die Erfindung samt weiteren Vorteilen ist im Folgenden an Hand einer beispielsweisen Ausführungsform näher erläutert, die in den Abbildungen 3 bis 7 veranschaulicht ist. Dabei zeigenThe invention together with further advantages is explained in more detail below with reference to an exemplary embodiment, which is illustrated in Figures 3 to 7. Show
Fig. 3a und 3b in einer perspektivischen Ansicht schräg von unten und vorne den Wagenkasten eines Schienenfahrzeuges gemäß der Erfindung samt einem Kupplungsschlitten in seinem Ausgangszustand bzw. in nach einer Kollision verformten Zustand in einer SD- Crash-Simulation, wobei zur besseren Sichtbarkeit die eigentliche Kupplung nicht dargestellt ist,Fig. 3a and 3b in a perspective view obliquely from below and in front the car body of a rail vehicle according to the invention, including a coupling carriage in its initial state or deformed in a collision state in an SD crash simulation, for better visibility, the actual coupling not shown
Fig. 4 in einer Draufsicht einen vorderen Abschnitt eines Wagenkastens mit daran angeordnetem Kupplungsschlitten und der Kupplung,4 is a plan view of a front portion of a car body with arranged thereon coupling carriage and the clutch
Fig. 5 einen Schnitt nach der Linie V-V der Fig.4 in vergrößerter Darstellung,5 shows a section along the line V-V of Figure 4 in an enlarged view,
Fig. 6 einen Schnitt nach der Linie VI-VI der Fig. 4, gleichfalls in vergrößerter Darstellung undFig. 6 is a section along the line VI-VI of Fig. 4, also in an enlarged view and
Fig. 7 das Detail VII der Fig. 5 in vergrößerter Darstellung.Fig. 7 shows the detail VII of Fig. 5 in an enlarged view.
In Fig. 3a und 3b ist an Hand einer Computersimulation einer tatsächlichen Ausführungsform das Crashverhalten eines Eisenbahnfahrzeuges gemäß der Erfindung gezeigt. Fig. 3a zeigt den Zustand an der Stirnseite eines Wagens vor einem Auffahren. Man erkennt, dass ein Kupplungsschlitten KSL mit einem Ende an einem Endträger ETR des Wagens befestigt ist. Mit diesem Endträger ist auch der Aufkletterschutz AKS verbunden oder einstückig ausgebildet. Der Kupplungsschlitten KSL erstreckt sich in Richtung der Wagenmitte und ist an seinem anderen Ende mit Hilfe zweier beidseitig abstehender U-förmiger Führungen UFU dadurch geführt, dass diese am Wagenkasten WKA sitzende Führungsstege FST umfassen. In den Fig. 3a und 3b ist die eigentliche Kupplung samt ihrer Kupplungsstange weggelassen, um den Kupplungsschlitten in dieser schrägen Unteransicht besser zeigen zu können.In FIGS. 3a and 3b, the crash behavior of a railway vehicle according to the invention is shown on the basis of a computer simulation of an actual embodiment. Fig. 3a shows the state on the front side of a car before driving. You realize that a coupling carriage KSL is attached at one end to an end carrier ETR of the carriage. With this end carrier and the climbing protection AKS is connected or integrally formed. The coupling carriage KSL extends in the direction of the carriage center and is guided at its other end by means of two U-shaped guides UFU protruding on both sides in that they comprise guide webs FST which are seated on the vehicle body WKA. In FIGS. 3a and 3b, the actual coupling together with its coupling rod has been omitted in order to better show the coupling slide in this oblique bottom view.
Nach einer Kollision, entsprechend der Darstellung der Fig. 3b, ist der gesamte Endträger ETR in Richtung der Wagenmitte verschoben und die Stauchzone STA entsprechend zusammengestaucht. Wie ersichtlich ist nun der Schlitten KSL mit seinen Führungen UFU längs der Führungsstege FST in Richtung der Wagenmitte gerutscht.After a collision, as shown in FIG. 3b, the entire end carrier ETR is displaced in the direction of the center of the carriage and the compression zone STA is correspondingly compressed. As can be seen, the carriage KSL has now slid with its guides UFU along the guide webs FST in the direction of the carriage center.
Die Fig. 4 bis 7 zeigen nun Details einer tatsächlichen Ausführungsform. In Fig. 4 - eine Draufsicht - erkennt man links den Umriss des Aufkletterschutzes AKS. Die Kupplung ist ebenfalls eingezeichnet.FIGS. 4 to 7 now show details of an actual embodiment. In Fig. 4 - a plan view - can be seen on the left the outline of the climbing protection AKS. The coupling is also marked.
Fig. 5 zeigt in vergrößerter Darstellung die Führung des Kupplungsschlittens KSL am Mittellängsträger MLT des Wagenkastens. Es ist ersichtlich, dass der Kupplungsschlitten KSL an seiner linken und rechten Seite je eine U-förmige Führung UFU besitzt, wobei jede Führung UFU einen ihr zugeordneten, mit dem Mittellängsträger verbundenen Führungssteg FST umgreift. In einer weiter vergrößerten Ansicht nach Fig. 7 ist dies besser zu erkennen: Jede Führung UFU besitzt einen oberen Schenkel OBS und einen unteren Schenkel UNS. Zwi- ' sehen dem unteren Schenkel UNS und dem Führungssteg FST des Wagenkastens ist ein in Querrichtung verstellbarer Keil KEI vorgesehen, der mit Hilfe einer Schrauben-Mutter- Anordnung verstellbar ist, sodass der Druck, mit dem die Führung UFU den Steg FST umf asst, eingestellt werden kann. Weiters wird der Führungssteg FST unter Zwischenschaltung von Kunststoffeinlagen KUE umfasst, wodurch beispielsweise ein Festfressen durch Rost vermieden werden soll und die Gleitreibungskräfte zwischen dem Führungssteg FST und dem Kupplungsschlitten KSL gering gehalten werden sollen.Fig. 5 shows an enlarged view of the leadership of the coupling carriage KSL on the center longitudinal member MLT of the car body. It can be seen that the coupling carriage KSL each has a U-shaped guide UFU on its left and right sides, with each guide UFU embracing an associated guide web FST associated with the central longitudinal member. In a further enlarged view of Fig. 7, this is better seen: Each guide UFU has an upper leg OBS and a lower leg US. Intermediate 'see the lower leg UNS and guide web FST of the car body is an adjustable transverse wedge KEI provided, which is adjustable by means of a screw-nut arrangement, so that the pressure with which the guide Asst UFU the web FST umf, can be adjusted. Furthermore, the guide web FST is included with the interposition of plastic inserts KUE, which, for example, a seizure by rust should be avoided and the sliding friction between the guide web FST and the coupling carriage KSL should be kept low.
An dieser Stelle sei erwähnt, dass andere Führungsmöglichkeiten des Kupplungsschlittens KSL am Wagenkasten WKA durchaus sinnvoll sein können. So ist es möglich, am Wagenkasten eine U-förmige Führung und am Kupplungsschlitten KSL Führungsstege anzuordnen etc. Schließlich zeigt Fig. 6, dass der Kupplungsschlitten KSL am Endträger ETR mit Hilfe von Schraubbolzen SCH verschraubt ist, wobei zur definierten und verlässlichen Krafteinleitung ein zentraler Bolzenstummel BST vorgesehen ist. At this point, it should be mentioned that other leadership options of the coupling carriage KSL on the car body WKA can be quite useful. It is thus possible to arrange a U-shaped guide on the car body and guide webs on the coupling carriage KSL, etc. Finally, FIG. 6 shows that the coupling carriage KSL is screwed to the end carrier ETR with the aid of bolts SCH, with a central pin BST being provided for the defined and reliable introduction of force.

Claims

PATENTANSPRÜCHE
1. Schienenfahrzeug mit einem Wagenkasten (WKA), welcher an zumindest einem Wagenende eine hinter einem Endträger (ETR) des Wagenkastens liegende Stauchzone (STA) aufweist, sowie mit einer Mittelpufferkupplung (KUP), die sich von einer im Wesentlichen vertikalen Schwenkachse (SWA) ausgehend zum Wagenende erstreckt und mit einem Träger des Wagenkastens verbunden ist, dadurch gekennzeichnet, dass am Endträger (ETR) ein Kupplungsschlitten (KSL) befestigt ist, der sich vom Endträger ausgehend, die Stauchzone (STA) überbrückend, in Richtung der Wagenmitte erstreckt, und der am Wagenkasten (WKA) längsverschieblich geführt ist.1. Rail vehicle with a car body (WKA), which has at least one end of a lying behind an end carrier (ETR) of the car body compression zone (STA), and with a central buffer coupling (KUP) extending from a substantially vertical pivot axis (SWA) extends to the end of the car and is connected to a support of the car body, characterized in that at the end support (ETR) a coupling carriage (KSL) is attached, starting from the end support, bridging the compression zone (STA), extending in the direction of the center of the car, and which is guided on the car body (WKA) longitudinally displaceable.
2. Schienenfahrzeug nach Anspruch 1, dadurch gekennzeichnet, dass der Kupplungsschlitten (KSL) an einem Mittellängsträger (MLT) des Wagenkastens geführt ist.2. Rail vehicle according to claim 1, characterized in that the coupling carriage (KSL) is guided on a central longitudinal member (MLT) of the car body.
3. Schienenfahrzeug nach Anspruch 1 oder 2, dadurch gekennzeichnet, dass der Kupplungsschlitten (KSL) mit dem Endträger (ETR) verschraubt ist, wobei zur Krafteinleitung ein zentraler Bolzenstummel (BST) vorgesehen ist.3. Rail vehicle according to claim 1 or 2, characterized in that the coupling carriage (KSL) is screwed to the end support (ETR), wherein a central pin (BST) is provided for the introduction of force.
4. Schienenfahrzeug nach einem der Ansprüche 1 bis 3, dadurch gekennzeichnet, dass der Kupplungsschlitten (KSL) an seinem inneren Ende zwei beidseitig abstehende U-förmige Führungen (UFU) ausweist, welche am Wagenkasten (WKA) sitzende Führungsstege (FST) umfassen.4. Rail vehicle according to one of claims 1 to 3, characterized in that the coupling carriage (KSL) identifies at its inner end two mutually projecting U-shaped guides (UFU), which on the car body (WKA) seated guide webs (FST) include.
5. Schienenfahrzeug nach einem der Ansprüche 1 bis 4, dadurch gekennzeichnet, dass innerhalb der U-förmigen Führungen (UFU) ein verstellbarer Keil (KEI) angeordnet ist, der mit einer Fläche am Führungssteg (FST) angreift.5. Rail vehicle according to one of claims 1 to 4, characterized in that within the U-shaped guides (UFU) an adjustable wedge (KEI) is arranged, which engages with a surface on the guide web (FST).
6. Schienenfahrzeug nach einem der Ansprüche 1 bis 5, dadurch gekennzeichnet, dass der Kupplungsschlitten (KSL) am Wagenkasten (WKA) unter Zwischenschaltung von Kunststoffeinlagen (KUE) verschieblich gelagert ist.6. Rail vehicle according to one of claims 1 to 5, characterized in that the coupling carriage (KSL) on the car body (WKA) with the interposition of plastic inserts (KUE) is slidably mounted.
7. Schienenfahrzeug nach einem der Ansprüche 1 bis 6, dadurch gekennzeichnet, dass ein von einer Befestigungsstelle am Kupplungsschlitten (KSL) in Richtung des Wagenendes bis zu einem Kupplungsendstück (KES) verlaufender Kupplungsarm (KAM) im Kollisionsfall unter Überwindung eines Deformationselementes (DEF) teleskopartig zusammenschiebbar ist. 7. Rail vehicle according to one of claims 1 to 6, characterized in that a from an attachment point on the coupling carriage (KSL) in the direction of the car end to a coupling end (KES) extending coupling arm (KAM) in case of collision, overcoming a deformation element (DEF) telescopically is collapsible.
EP06721194A 2005-04-04 2006-04-04 Rail vehicle comprising a coupling connection that is adapted to a crash situation Not-in-force EP1866194B1 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
PL06721194T PL1866194T3 (en) 2005-04-04 2006-04-04 Rail vehicle comprising a coupling connection that is adapted to a crash situation

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
AT0057005A AT501689A1 (en) 2005-04-04 2005-04-04 RAIL VEHICLE WITH COLLISIONABLE CLUTCH CONNECTION
PCT/AT2006/000135 WO2006105566A1 (en) 2005-04-04 2006-04-04 Rail vehicle comprising a coupling connection that is adapted to a crash situation

Publications (2)

Publication Number Publication Date
EP1866194A1 true EP1866194A1 (en) 2007-12-19
EP1866194B1 EP1866194B1 (en) 2009-09-16

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EP06721194A Not-in-force EP1866194B1 (en) 2005-04-04 2006-04-04 Rail vehicle comprising a coupling connection that is adapted to a crash situation

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US (1) US7837045B2 (en)
EP (1) EP1866194B1 (en)
AT (2) AT501689A1 (en)
AU (1) AU2006230784B2 (en)
CA (1) CA2603663C (en)
DE (1) DE502006004863D1 (en)
ES (1) ES2335131T3 (en)
NO (1) NO335478B1 (en)
PL (1) PL1866194T3 (en)
WO (1) WO2006105566A1 (en)

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WO2013087206A1 (en) * 2011-12-13 2013-06-20 Ego International B.V. Gangway floor for a gangway between a first car of a multi-car vehicle and a second car of said vehicle
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Also Published As

Publication number Publication date
AU2006230784B2 (en) 2011-07-28
DE502006004863D1 (en) 2009-10-29
PL1866194T3 (en) 2010-03-31
ATE442982T1 (en) 2009-10-15
AT501689A1 (en) 2006-10-15
US7837045B2 (en) 2010-11-23
ES2335131T3 (en) 2010-03-22
CA2603663C (en) 2010-12-14
AU2006230784A1 (en) 2006-10-12
US20080156762A1 (en) 2008-07-03
WO2006105566A1 (en) 2006-10-12
CA2603663A1 (en) 2006-10-12
EP1866194B1 (en) 2009-09-16
NO20074520L (en) 2007-12-27
NO335478B1 (en) 2014-12-15

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