EP1925523B1 - Couplage articulé pour caisses d'un véhicule ferroviaire à sections multiples - Google Patents

Couplage articulé pour caisses d'un véhicule ferroviaire à sections multiples Download PDF

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Publication number
EP1925523B1
EP1925523B1 EP06124550A EP06124550A EP1925523B1 EP 1925523 B1 EP1925523 B1 EP 1925523B1 EP 06124550 A EP06124550 A EP 06124550A EP 06124550 A EP06124550 A EP 06124550A EP 1925523 B1 EP1925523 B1 EP 1925523B1
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EP
European Patent Office
Prior art keywords
coupling rod
stop
coupling
bearing block
plane
Prior art date
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Application number
EP06124550A
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German (de)
English (en)
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EP1925523A1 (fr
Inventor
Christian Radewagen
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Voith Patent GmbH
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Voith Patent GmbH
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Publication date
Application filed by Voith Patent GmbH filed Critical Voith Patent GmbH
Priority to DK06124550T priority Critical patent/DK1925523T3/da
Priority to ES06124550T priority patent/ES2321646T3/es
Priority to DE502006002843T priority patent/DE502006002843D1/de
Priority to PL06124550T priority patent/PL1925523T3/pl
Priority to AT06124550T priority patent/ATE422450T1/de
Priority to EP06124550A priority patent/EP1925523B1/fr
Publication of EP1925523A1 publication Critical patent/EP1925523A1/fr
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Publication of EP1925523B1 publication Critical patent/EP1925523B1/fr
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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D3/00—Wagons or vans
    • B61D3/10—Articulated vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
    • B61G5/00—Couplings for special purposes not otherwise provided for
    • B61G5/02—Couplings for special purposes not otherwise provided for for coupling articulated trains, locomotives and tenders or the bogies of a vehicle; Coupling by means of a single coupling bar; Couplings preventing or limiting relative lateral movement of vehicles
    • 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 Kupplungsanlenkung for a car body of a multi-unit vehicle, in particular rail vehicle, with a substantially rigidly mounted on a front side of the car body bearing block and a spherical bearing and a vertical pivot pin having joint assembly for articulating a coupling rod with the bearing block, wherein the carriage side end portion of the coupling rod via the hinge assembly is so connected to the bearing block that under normal driving conditions at least partially horizontal and vertical movement of the coupling rod relative to the bearing block is possible, wherein in the joint assembly an energy dissipation device with a predetermined maximum L jossverschiebungshub is integrated, so that until to a maximum impact force transmitted from the coupling rod to the bearing block a longitudinal displacement of the coupling rod relative to the bearing block in the direction of transmitted impact force is possible, wherein before exhausting the maximum L jossverschiebungshubs the entire flowing in the transmission of impact forces from the coupling rod to the bearing block flow of force flows through the joint assembly and the integrated therein energy diss
  • a Kupplungsanlenkung with the features defined in the preamble of claim 1 is known from DE-A-10 153 460 known.
  • Such a coupling linkage is known in principle, for example, from rail vehicle technology for automatic clutches and short couplings of rail vehicles.
  • it serves to provide a non-positive connection between the Make coupling rod of the clutch assembly and the car body.
  • the coupling rod can also perform pivotal movements that occur, for example, when cornering the multi-unit vehicle, the articulation of the coupling rod is rigidly connected to the front side of the car body bearing bracket designed so that a horizontal and vertical swinging and axial rotation of the coupling rod is possible.
  • a Kupplungsanlenkung in which an energy dissipation device is integrated, also assumes a pull / shock protection function, since the energy dissipation device can absorb (absorb) the tensile and impact forces transmitted by the coupling rod on the bearing block to a defined size, so that dampened the forces be forwarded via the bearing block in the vehicle undercarriage.
  • the energy dissipation device is usually provided for the absorption of tensile and impact forces, which occur during normal driving and coupling operation, for example, between the individual car bodies of a multi-unit vehicle network.
  • the spherical bearing is designed as a so-called spherical-elastic bearing, which accommodates the longitudinal, transverse and vertical forces which occur during the drive of the multi-unit vehicle between the adjacent car bodies.
  • the energy dissipation device integrated in the coupling linkage serves for preferably elastic absorption of tensile and impact forces up to a defined size, the impact energy being absorbed by the elastic deformation of the energy dissipation device in order to prevent overstressing of the undercarriage.
  • the primary and secondary energy dissipation devices are preferably designed so that the implementation of the shunting accidents resulting rupture energy is accomplished in two merging work stages, wherein the first stage is integrated in the Kupplungsanlenkung and the second stage of the supporting car body structure is connected upstream.
  • Fig. 1 shows a known from the prior art Kupplungsanlenkung of the aforementioned type.
  • This Kupplungsanlenkung is provided with a hinge assembly 300 in the form of an elastomer-spring joint and with a vertically extending pivot pin 320.
  • the in Fig. 1 shown coupling bracket on a front side of a (not explicitly shown) car body mountable bearing block 100, wherein the hinge assembly 300 is used for articulating a coupling rod 200 with the bearing block 100.
  • the carriage-box-side end section 210 of the coupling rod 200 is connected to the bearing block 100 via the hinge arrangement 300 in such a way that under normal driving conditions at least partial horizontal and vertical movement of the coupling rod 200 relative to the bearing block 300 is possible.
  • Fig. 2 is the Kupplungsanlenkung according to Fig. 1 shown in a side sectional view.
  • the spring joint used in the coupling coupling shown has a power take-off device 330 arranged on the carriage box-side end 210 of the coupling rod 200, in which three annular rubber springs are contained.
  • the energy dissipation device 330 (rubber springs) are arranged in detail in a housing 340, which is articulated via the pivot 320 on the bearing block 100 of the associated car body.
  • the rubber springs of the energy dissipation device 330 itself are pushed onto the coupling rod 200 in the longitudinal axis and are correspondingly fixed there by means of respective annular grooves 280.
  • the elastomeric spring element of the energy dissipation device 330 absorbs the tensile and impact forces transmitted by the coupling rod 200 to the bearing block 100 to a defined size, whereby absorbs the tensile and impact forces occurring between the individual car bodies during normal driving operation become.
  • the crash behavior is to be considered in addition to the loads occurring during operation.
  • the conventionally provided in the articulation (integrated) energy dissipation device is a regeneratively trained energy absorbing element, in particular elastomeric element, which primarily for damping the normal driving operation via the Kupplungsstangenanlenkung transmitted tensile and impact forces. It is known that this regeneratively designed energy absorbing element absorbs forces up to a defined size and passes the beyond forces unattenuated on the bearing block in the vehicle undercarriage or in the car body.
  • deformation tubes come into consideration, in which the impact energy is transformed into deformation work and heat in a destructive manner by a defined deformation (plastic deformation) of at least one section of the deformation tube.
  • a secondary energy dissipation element in the energy consumption concept of the vehicle, ie a shock absorber, which is the integrated in the articulation of the coupling rod primary energy dissipation device assumes that in the event of a crash, ie after exhausting the Schwarzverzehrs the primary energy dissipation device and when the secondary energy dissipation element is triggered, the impact forces transmitted via the coupling rod are introduced as completely as possible into the energy dissipation element in order to enable wedging of components and the highest possible energy consumption and thus a predictable event sequence when the energy dissipation element responds. This serves to support the tensile stability in the event of a collision of the vehicle. In order to increase the crash safety of vehicles, it is particularly necessary that the envisaged energy-absorbing elements can absorb the total energy accumulated to the highest possible degree.
  • the size of the relative longitudinal displacement caused by a plastic or regenerative deformation of an energy dissipation element is also referred to below as the "longitudinal displacement stroke of the energy dissipation element".
  • the present invention is thus based on the problem that on the one hand a coupling linkage for articulated connecting a coupling rod with a rigidly attached to the front of the car body bearing block in normal driving a relative movement of the coupling rod relative to the bearing block in the horizontal, vertical and rotary direction should allow.
  • the Kupplungsanlenkung should also be designed so that in a crash, at least the vertical deflection of the coupling rod from the horizontal coupling plane is avoided if possible to provide the energy consumption to be consumed with a correspondingly high reaction force to the energy absorbing elements used as a shock absorber and a Nodding the individual car bodies and thus preventing a derailment of these.
  • the invention has the object to improve a linkage for a central buffer coupling of the type mentioned in terms of the derailment in the event of a crash.
  • a solution is specified be, with which a central buffer coupling can be hingedly connected to a bearing block, wherein after exceeding the operating load of the linkage, a restoring torque is applied to the coupling rod, in particular to reset the vertical deflection of the coupling rod from the horizontal coupling plane.
  • both the bearing block and the coupling rod each having a stop with at least one above the horizontal coupling plane and at least one arranged below the horizontal coupling plane stop surface, the two stops after exhaustion of the the predetermined maximum longitudinal displacement in the joint assembly predetermined maximum L jossverschiebungshubs form a non-positive and positive connection, so that a predetermined portion of the resulting in the transmission of impact forces power flow from the coupling rod on the linkage to the bearing block and the beyond proportion of the power flow from the coupling rod via the stops to the bearing block is running.
  • the provided on the one hand on the bearing block and on the other hand on the coupling rod stops serve as a vertical restoring device, which is particularly dependent on the transmitted via the coupling rod on the bearing block longitudinal compressive force.
  • the energy dissipation device integrated in the joint arrangement has a predetermined maximum longitudinal displacement stroke and thus a longitudinal displacement of the coupling rod relative to the bearing block in the direction of the over the coupling rod transmitted force up to a defined, transmitted via the coupling rod shock force allows, and further there is a positive and positive connection exists after exceeding this predetermined impact force between the respective stops of the bearing block and the coupling rod is formed by the formation of this frictional and positive connection between causes the respective attacks a restoring torque in the vertical direction, which acts against an optionally provided vertical deflection of the coupling rod from the horizontal coupling plane and thus tries to reduce the possibly existing vertical deflection angle between the coupling rod and the horizontal coupling plane.
  • the coupling linkage according to the invention also has the function of blocking the vertical deflection of the coupling rod relative to the horizontal coupling plane.
  • the coupling linkage provided on both the bearing block and the coupling rod stops with their above and below the horizontal coupling plane arranged abutment surfaces, which are after exhausting the maximum L jossverschiebungshubs the energy dissipation together in a frictional and positive engagement, in the event of a crash blocking the vertical deflection the coupling rod relative to the horizontal coupling plane ready.
  • the additional advantage can be achieved that after exhausting the maximum Leksverschiebungshubs the energy dissipation at least partially a Kraft Wegumlenkung via the stops or the associated abutment surfaces, so that the hinge assembly of the Kupplungsanlenkung, and in particular provided in the hinge assembly spherical bearings and the integrated in the joint assembly energy dissipation device are protected from excessive impact energy.
  • both in terms of the bearing block and arranged on the coupling rod stops provided that above and below the horizontal coupling plane provided abutment surfaces of the bearing block associated stop lie in a common vertically extending stop plane, and that above and below the horizontal coupling plane provided abutment surfaces of the coupling rod associated stop in a common, to the coupling rod longitudinally perpendicular stop plane lie, the two stops after exhaustion of the maximum L jossverschiebungshubs integrated in the joint assembly and Kupplungsanlenkung energy dissipation together in the vertically extending stop plane of the Bearing assigned stop lie.
  • substantially rigidly attached as used herein is meant a backlash-free attachment of the bearing block on the front side of the car body.
  • this common stop plane lies in a plane parallel to the central longitudinal axis of the pivot pin level, which from the front of the car body at least as well is widely spaced, as the central longitudinal axis of the pivot pin is spaced from the end face of the car body.
  • the common, vertically extending abutment plane of the above and below the horizontal coupling plane provided stop surfaces of the bearing block associated stop should lie at least in the plane through which the horizontal axis of rotation of the pivot pin runs. This is particularly advantageous in the technical realization of the attacks both on the bearing block and on the coupling rod. Of course, other solutions come into question.
  • the horizontal plane in which the coupling rod is located if it is not deflected vertically.
  • the coupling rod is in particular in the horizontal coupling plane when the coupling rod longitudinal direction, ie the direction in which the coupling rod extends, is perpendicular to the vertical central longitudinal axis of the provided in the coupling linkage pivot pin.
  • this stop is designed as an at least partially extending around the coupling rod collar, wherein the carriage body associated side surface of the collar serves as a stop surface of the coupling rod associated stop.
  • This collar can be designed as a continuous annular collar, but it is of course conceivable that only above and below the horizontal coupling plane or coupling rod longitudinal direction corresponding stop surfaces are executed.
  • the stop associated with the bearing block and / or the coupling rod are integrally formed with the bearing block or the coupling rod with the abutment surfaces arranged above and below the horizontal coupling plane.
  • the respective attacks should be performed with the arranged above and below the horizontal coupling plane abutment surfaces in terms of the material used and the selected dimensioning that in the formation of positive and positive connection between the respective abutment surfaces occurring surface pressure not to a (excessive )
  • Deformation of the stops or stop surfaces leads, in which no longer the previously discussed functionality of the Kupplungsanlenkung can be guaranteed, and in which in particular no longer can be ensured that the pre-definable share of incurred in the transmission of impact forces from the coupling rod to the bearing block Power flow over the joint assembly and the moreover portion of the power flow over the attacks runs.
  • the coupling rod has a coupling head on its end section opposite the carriage box-side end section, wherein it is preferably provided with respect to the positioning of the stop associated with the coupling rod that it lies in a stop plane perpendicular to the coupling rod longitudinal direction between the carriage box side end portion and the coupling head side end portion of the coupling rod.
  • the respective stops via which after exhausting the maximum L jossverschiebungshubs the energy dissipation device a positive and positive connection is formed, between the cart box side end portion of the coupling rod, which cooperates with the hinge assembly of the coupling assembly, and the central portion of the coupling rod in order thus to achieve that after exceeding the operating load of the energy dissipation device integrated in the articulated arrangement or after exhausting the maximum longitudinal displacement stroke of the energy dissipation device, only a predeterminable proportion of the force flow resulting from the transmission of impact forces from the coupling rod via the linkage to the bearing block and the further portion of the power flow from the coupling rod over the stops to the bearing block runs.
  • the coupling rod associated stop in particular for the positioning of the coupling rod associated stop but other solutions in question.
  • the abutment surface arranged above the horizontal coupling plane and the abutment surface of the abutment associated with the bearing block each have a first cross-sectional shape
  • the abutment surface arranged above the horizontal coupling plane Stop surface and disposed below the horizontal coupling plane stop surface of the coupling rod associated stop each having a second, complementary to the first shaping cross-sectional shape
  • the detachable connection should be formed by the corresponding cross-sectional shape of the engageable abutment surfaces, which is the case, for example, when a stop surface tooth-shaped and the corresponding other abutment surface is sleeve-shaped.
  • the individual case must be taken into account in practice and, in particular, with regard to the size or with respect to the amount of restoring torque to be generated in the coupling linkage, the distance of the stop surfaces of the bearing block arranged above and below the horizontal coupling plane Stop be selected from the horizontal coupling plane accordingly.
  • the energy dissipation device integrated in the joint arrangement it is preferably provided that, in the practical implementation, it has at least one elastomer body, in particular an elastomer ring body, through which the carriage box end section of the coupling rod at least partially passes.
  • the at least one elastomeric body is preferably in a housing arranged, which is articulated via the pivot on the bearing block of the car body.
  • the energy dissipation device comprises elastomer ring bodies
  • the invention is not limited to such elastomeric ring body.
  • the energy dissipation device integrated in the joint arrangement should be regenerative, for example, offering a spherical-elastic bearing for this purpose; a built in Sphotrolager, regenerative energy dissipation device.
  • an additional (secondary) energy dissipation member is provided which is connected downstream of the energy dissipation device integrated in the joint arrangement and which responds after exhausting the maximum longitudinal displacement stroke for the energy dissipation device and is preferably destructive.
  • Fig. 1 shows a perspective view of a known from the prior art coupling linkage, in which the wagenkasten saler end portion 210 of a coupling rod 200 is connected to the articulation and hinged via the bearing block 100 of the linkage on (not explicitly shown) car body of a rail vehicle horizontally and vertically pivotally.
  • Fig. 2 is the linkage according to Fig. 1 shown in a side sectional view.
  • an elastomer spring element is integrated as an energy dissipation device 330 in the articulation.
  • This spring element is designed in such a way that tension and pressure are absorbed up to a defined size and further forces are transmitted via the bearing block 100 into the vehicle undercarriage.
  • the articulation shown comprises the rear part of a coupling arrangement and serves to pivot the coupling rod 200 horizontally and vertically via the bearing block 100 to a screw-on plate (not explicitly shown here) of the car body.
  • Fig. 3 shows a side sectional view of a preferred embodiment of the invention Kupplungsanlenkung 1 in normal driving, ie in a state in which the predetermined maximum L jossverschiebungshub H of integrated in the articulation 1 energy dissipation device 33 is not fully exhausted.
  • the coupling linkage 1 comprises a substantially rigidly mounted on a front side of a car body W bearing block 10 and a hinge assembly 30 which has a spherical bearing 31 and a vertically extending pivot pin 32.
  • the hinge assembly 30 serves to connect a coupling rod 20 with the bearing block 10 articulated, wherein the carriage box-side end portion 21 of the coupling rod 20 via the hinge assembly 30 is so connected to the bearing block 10 that under normal driving conditions (see. Fig. 3 ) at least partially a horizontal and vertical movement of the coupling rod 20 relative to the bearing block 30 is possible.
  • a horizontal pivoting of the coupling rod 20, ie a pivoting of the coupling rod 20 within the horizontal coupling plane K by the provision of vertical to the horizontal coupling plane K extending pivot pin 32 is possible.
  • the pivot pin 32 runs the vertical center longitudinal axis M, which is perpendicular to the horizontal coupling plane K.
  • the intersection between the center longitudinal axis M and the horizontal coupling plane K denotes the pivot point P about which the coupling rod 20 is substantially rigid relative to that to the car body W flanged or otherwise attached bearing block 10 is horizontally or vertically pivotable.
  • an energy dissipation device 33 is further provided in the form of an arranged on the spherical bearing 31 elastomer body.
  • This energy dissipation device 33 serves to dampen the impact forces occurring during normal driving, which are transmitted from the coupling rod 20 to the bearing block 10.
  • the regenerative and in particular elastically designed energy dissipation device 33 has the already mentioned maximum L jossverschiebungshub H in the direction of a transmitted from the coupling rod 20 to the joint assembly 30 and the Kupplungsanlenkung 1 impact force, said maximum Leksverschiebungshub H essentially by the hereinafter described attacks 15 and 25th and determined by the response of the energy dissipation device 33.
  • FIG. 4 is the above with reference to Fig. 3 described coupling assembly 1 according to the preferred embodiment of the present invention shown in a state after the over the integrated in the joint assembly 30 energy dissipation device 33 Maximalverschiebungshub H was completely exhausted.
  • the comparison between FIG. 3 and FIG. 4 shows that after exhausting the maximum L Lucassverschiebungshubs H of the energy dissipation device 33, the coupling rod 20 has moved by a distance in the direction of bearing block 10, which is identical to the Lssensverschiebungshub H.
  • the stops 15 and 25 are respectively associated with the bearing block 10 and the coupling rod 20 and each have at least one arranged above the horizontal coupling plane K stop surface 15 ', 15 "and at least one arranged below the horizontal coupling plane K stop surface 25', 25" on.
  • the stops 15 and 25 serve, after exhausting the maximum L jossverschiebungshubs H of the energy dissipation device 33 form a positive and positive connection with each other, as it Fig. 4 can be seen.
  • the hinge assembly 30 By causing in this state, at least partial deflection of the transferred from the coupling rod 20 on the bearing block 10 impact forces on the one hand, the hinge assembly 30 are protected from damage.
  • serve above and below the horizontal coupling plane K provided stop surfaces 15 'and 15 "of the bearing block 10 associated stop 15 and provided above and below the horizontal coupling plane K stop surfaces 25' and 25" of the coupling rod 20 associated stop 25 for deliberate blocking a vertical deflection of the coupling rod 20 relative to the horizontal coupling plane K.
  • the above and below the horizontal coupling plane K provided stop surfaces 15 'and 15 "of the bearing block 10 associated stop 15 are located in a common, vertical stop plane A1, on the other hand provided above and below the horizontal coupling plane K stop surfaces 25 'and 25 "of the coupling rod 20 associated stop 25 lie in a common to the coupling rod longitudinal direction L perpendicular stop plane A2.
  • the blocking function and the reset function of the stops 15 and 25 are based on the FIGS. 5 to 7 described in more detail.
  • Fig. 5 shows the in Fig. 3 illustrated Kupplungsanlenkung 1 in a state in which before exhausting the maximum L jossverschiebungshubs H of the energy dissipation device 33, the coupling rod 20 is inclined relative to the horizontal coupling plane by 5 ° vertically (upward).
  • the pivotability of the coupling rod 20 in the vertical direction makes it possible that even when driving through depressions or when driving over increases with the Kupplungsanlenkung 1, the required vertical deflection of the coupling rod 20 is given.
  • vertical deflection by 5 ° is purely exemplary; Of course, other angles come into question for this purpose.
  • Fig. 6 a state is shown in which - for example, due to the occurrence of a shock - at the in Fig. 5 illustrated coupling linkage 1 with the vertically pivoted coupling rod 20 of the maximum L jossverschiebungshub H of the integrated in the joint assembly 30 and Kupplungsanlenkung 1 energy dissipation device 33 is completely exhausted.
  • the Kupplungsanlenkung 1 according to Fig. 5 in a state immediately after the exhaustion of the maximally provided longitudinal displacement stroke H of the integrated in the Kupplungsungsanlenkung 1 energy dissipation device 33 is shown.
  • the vertical restoring moment generated in the coupling linkage 1 is greater, the greater the distance S between the location of forming the non-positive and positive connection between two corresponding abutment surfaces 15 ', 25' or 15 ", 25" to the horizontal coupling plane K, in which the rotation or support point P of the lever formed in the mechanical power transmission system is located.
  • the energy dissipation device 33 is designed in such a way that the longitudinal displacement stroke resulting when absorbing the impact forces occurring during normal driving operation is smaller than the maximum longitudinal displacement stroke H provided.
  • the maximum Lfitsverschiebungshub H by laying out the stop surfaces and in particular by setting the distance between the stop planes A1 and A2, when the coupling rod 20 is in the horizontal coupling plane K, fixed in advance, and thus the maximum absorbable by the energy dissipation shock forces.
  • a destructively designed energy absorbing member 40 (deformation tube), which in terms of Responsive behavior of the integrated in the linkage 30 energy dissipation device 33 is connected, so after exhaustion of the energy dissipation device 33 maximum L jossverschiebungsschubs H responds and absorbs the excess energy at least partially.
  • the coupling rod 20 associated stop 25 is formed as an at least partially extending around the coupling rod 20 collar.
  • the invention is not limited to this technical realization of the stop 25.
  • the two stops 15 and 25 are formed such that the corresponding abutment surfaces match, the material of these surfaces is selected accordingly, so that no material deformation occurs at a surface pressure.
  • both the bearing block 10 and the coupling rod 20 additionally or alternatively to the stops 15 and 25 each have a further stop with at least one left side and at least one right side of the horizontal coupling plane K arranged abutment surface, the two further stops after exhausting the maximum L jossverschiebungshubs H of the energy dissipation device 33 together form a positive and positive connection, and wherein the left and right sides of the coupling plane K arranged stop surfaces in the coupling plane K are.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Vibration Dampers (AREA)
  • Pivots And Pivotal Connections (AREA)
  • Rear-View Mirror Devices That Are Mounted On The Exterior Of The Vehicle (AREA)
  • Connector Housings Or Holding Contact Members (AREA)
  • Coupling Device And Connection With Printed Circuit (AREA)
  • Details Of Connecting Devices For Male And Female Coupling (AREA)
  • Handcart (AREA)
  • Automatic Cycles, And Cycles In General (AREA)

Claims (11)

  1. Couplage articulé pour une caisse de wagon d'un véhicule à sections multiples, en particulier d'un véhicule ferroviaire, comprenant un bloc-palier (10) monté de façon essentiellement rigide sur une face frontale de la caisse de wagon (W) et un agencement d'articulation (30) qui comprend un palier sphérique (31) et un goujon pivotant (32) qui s'étend verticalement, pour la liaison articulée d'une barre d'attelage (20) avec le bloc-palier (10), dans lequel le tronçon terminal (21) côté caisse, de la barre d'attelage (20) est relié au moyen de l'agencement d'articulation (30) au bloc-palier (10) de telle façon que dans des conditions de circulation normales un mouvement horizontal et un mouvement vertical de la barre d'attelage (20) au moins partiels sont possibles par rapport au bloc-palier (30), et dans l'agencement d'articulation (30) est intégré un moyen destructeur d'énergie (33) avec une course de déplacement longitudinal maximum prédéterminée (H), de sorte que jusqu'à une force de choc maximale, transmise de la barre d'attelage (20) au bloc-palier (10), un déplacement longitudinal de la barre d'attelage (20) par rapport au bloc-palier (10) est possible en direction de la force de choc transmise, et avant l'épuisement de la course de déplacement longitudinal maximum (H), la totalité du flux des forces qui se produisent lors de la transmission des forces de choc depuis la barre d'attelage (20) vers le bloc-palier (10) s'écoule via l'agencement d'articulation (30) et le moyen destructeur d'énergie (33) intégré dans celui-ci,
    caractérisé en ce que
    aussi bien le bloc-palier (10) que la barre d'attelage (20) comprennent respectivement une butée (15, 25) avec au moins une surface de butée (15', 15" ; 25', 25") agencée au-dessus du plan d'accouplement horizontal (K) et au moins une surface de butée (15', 15" ; 25', 25") agencée au-dessous du plan d'accouplement horizontal (K), les deux butées (15, 25) formant, après épuisement de la course de déplacement longitudinal maximum (H) du moyen destructeur d'énergie (33), conjointement une liaison à coopération de forces et à coopération de formes, de sorte qu'une proportion prédéterminée du flux des forces qui se produisent lors de la transmission des forces de choc depuis la barre d'attelage (20) vers le bloc-palier (10) passe par l'agencement d'articulation (30) et la proportion excédentaire du flux des forces passe par les butées (15, 25).
  2. Couplage articulé selon la revendication 1, dans lequel les surfaces de butée (15', 15"), prévues au-dessus et au-dessous du plan de couplage horizontal (K), de la butée (15) associée au bloc-palier (10) sont situées dans un plan de butée commun (A1) s'étendant verticalement, et les surfaces de butée (25', 25"), prévues au-dessus et au-dessous du plan de couplage horizontal (K), de la butée (25) associée à la barre d'attelage (20) sont situées dans un plan de butée commun (A2) qui s'étend perpendiculairement à la direction longitudinale (L) de la barre d'attelage, et les deux butées (15, 25) sont situées, après épuisement de la course de déplacement longitudinal maximum (H) du moyen destructeur d'énergie (33), conjointement dans le plan de butée vertical (A1) de la butée (15) associée au bloc-palier (10).
  3. Couplage articulé selon la revendication 1 ou 2, dans lequel le plan de butée (A1), qui s'étend verticalement et dans lequel s'étendent conjointement les surfaces de butée (15', 15"), prévues au-dessus et au-dessous du plan de couplage horizontal (K), de la butée (15) associée au bloc-palier (10), est situé dans un plan qui s'étend parallèlement à l'axe longitudinal médian (M) du goujon pivotant (32) et qui est écarté de la face frontale de la caisse de wagon (W) au moins aussi loin que l'axe longitudinal médian (M) du goujon pivotant (32) est écarté de la face frontale de la caisse de wagon (W).
  4. Couplage articulé selon l'une des revendications précédentes, dans lequel la butée (25) associée à la barre d'attelage (20) est réalisée sous la forme d'une collerette qui s'étend au moins partiellement autour de la barre d'attelage (20).
  5. Couplage articulé selon l'une des revendications précédentes, dans lequel la barre d'attelage (20) comprend une tête d'accouplement, au niveau de son tronçon terminal (22) opposé au tronçon terminal (21) du côté de la caisse de wagon, et dans lequel les surfaces de butée (25', 25"), prévues au-dessus et au-dessous du plan de couplage horizontal (A), de la butée (25) associée à la barre d'attelage (20) se trouvent conjointement dans un plan de butée (A2) qui s'étend perpendiculairement à la direction longitudinale (L) de la barre d'attelage, entre le tronçon terminal (21) côté caisse de wagon et le tronçon terminal (22) côté tête de couplage, de la barre d'attelage (20).
  6. Couplage articulé selon l'une des revendications précédentes, dans lequel la surface de butée (15') agencée au-dessus du plan de couplage horizontal (K) et la surface de butée (15") agencée au-dessous du plan de couplage horizontal (K) de la butée (15) associée au bloc-palier (10) présentent respectivement une première forme en section transversale, et la surface de butée (25') agencée au-dessus du plan de couplage horizontal (K) et la surface de butée (25"), agencée au-dessous du plan de couplage horizontal (K), de la butée (25) associée à la barre d'attelage (20) présentent respectivement une seconde forme en section transversale réalisée complémentaire à la première forme, de sorte qu'après épuisement de la course de déplacement longitudinal maximum (H) du moyen destructeur d'énergie (33), les surfaces de butée respectives (15', 15", 25', 25") peuvent être amenées en engagement libérable les unes avec les autres.
  7. Couplage articulé selon l'une des revendications précédentes, dans lequel la surface de butée (15') agencée au-dessus du plan de couplage horizontal (K) et la surface de butée (15") agencée au-dessous du plan de couplage horizontal (K), de la butée (15) associée au bloc-palier (10) sont respectivement écartées à la même distance du plan de couplage horizontal (K), cet écartement (S) étant de préférence supérieur à la moitié du diamètre du tronçon terminal (21) de la barre d'attelage (20) du côté de la caisse de wagon.
  8. Couplage articulé selon l'une des revendications précédentes, dans lequel le moyen destructeur d'énergie (33) comprend au moins un corps élastomère, en particulier un corps annulaire élastomère, à travers lequel passe au moins partiellement le tronçon terminal (21) de la barre d'attelage (20) du côté de la caisse de wagon.
  9. Couplage articulé selon l'une des revendications précédentes, dans lequel le moyen destructeur d'énergie (33) est conçu de telle façon que la course de déplacement longitudinal qui se produit en circulation normale est inférieure à la course de déplacement longitudinal maximum prédéterminée (H) du moyen destructeur d'énergie (33).
  10. Couplage articulé selon l'une des revendications précédentes, dans lequel la course de déplacement longitudinal maximum prédéterminée (H) et ainsi la force de choc maximum susceptible d'être absorbée par le moyen destructeur d'énergie (33) peuvent être déterminées au préalable.
  11. Couplage articulé selon l'une des revendications précédentes, qui comprend en outre au moins un organe destructeur d'énergie supplémentaire (40) qui est disposé en aval du moyen destructeur d'énergie (33) intégré dans l'agencement d'articulation (30) et qui réagit après épuisement de la course de déplacement longitudinal maximum (H) prévue pour le moyen destructeur d'énergie (33) et qui est de préférence réalisé de manière destructible.
EP06124550A 2006-11-22 2006-11-22 Couplage articulé pour caisses d'un véhicule ferroviaire à sections multiples Active EP1925523B1 (fr)

Priority Applications (6)

Application Number Priority Date Filing Date Title
DK06124550T DK1925523T3 (da) 2006-11-22 2006-11-22 Koblingsledforbindelse til en vognkasse i et köretöj med flere led
ES06124550T ES2321646T3 (es) 2006-11-22 2006-11-22 Acoplamiento articulado para una caja de coche de un vehiculo de multiples secciones.
DE502006002843T DE502006002843D1 (de) 2006-11-22 2006-11-22 Kupplungsanlenkung für einen Wagenkasten eines mehrgliedrigen Fahrzeuges
PL06124550T PL1925523T3 (pl) 2006-11-22 2006-11-22 Sprzęg przegubowy dla pudła wagonu pojazdu wieloczłonowego
AT06124550T ATE422450T1 (de) 2006-11-22 2006-11-22 Kupplungsanlenkung für einen wagenkasten eines mehrgliedrigen fahrzeuges
EP06124550A EP1925523B1 (fr) 2006-11-22 2006-11-22 Couplage articulé pour caisses d'un véhicule ferroviaire à sections multiples

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EP06124550A EP1925523B1 (fr) 2006-11-22 2006-11-22 Couplage articulé pour caisses d'un véhicule ferroviaire à sections multiples

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EP1925523A1 EP1925523A1 (fr) 2008-05-28
EP1925523B1 true EP1925523B1 (fr) 2009-02-11

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AT (1) ATE422450T1 (fr)
DE (1) DE502006002843D1 (fr)
DK (1) DK1925523T3 (fr)
ES (1) ES2321646T3 (fr)
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Cited By (2)

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WO2013087208A1 (fr) 2011-12-13 2013-06-20 Ego International B.V. Ensemble de pièces approprié pour être utilisé en tant qu'élément d'un dispositif de raccordement pour raccorder une première cabine d'un véhicule à plusieurs cabines avec une seconde cabine dudit véhicule
WO2015096893A1 (fr) 2013-12-23 2015-07-02 Dellner Couplers Ab Support de palier, ensemble contenant un tel support de palier et système contenant un tel ensemble

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DE102013110888A1 (de) * 2013-10-01 2015-04-02 Voith Patent Gmbh Lagerbock zum Anlenken einer Kupplungsstange an einen Wagenkasten eines spurgeführten Fahrzeuges
US10227077B2 (en) * 2014-03-10 2019-03-12 Dellner Couplers Ab System of a bearing bracket and a coupler rod or connection rod, a multi-car vehicle and a method for controlling the movement of a coupler rod or connection rod
PL3028919T3 (pl) * 2014-12-04 2017-09-29 HÜBNER GmbH & Co. KG Przegub do pojazdu przegubowego
CN107531258A (zh) 2015-04-29 2018-01-02 福伊特专利有限公司 用于将耦联器杆的车厢侧的端部区域与车厢铰链式连接的铰接部
DE102015221824A1 (de) * 2015-11-06 2017-05-11 Voith Patent Gmbh Verdrehgesicherte Anlenkung zum gelenkigen Verbinden einer Kupplungsstange mit einem Wagenkasten
PL3205550T3 (pl) 2016-02-10 2021-09-27 Dellner Couplers Ab Zespół ze wspornikiem łożyskowym i drążkiem sprzęgającym lub drążkiem łączącym; wagon pojazdu wielowagonowego i sposób przenoszenia sił popychających przykładanych do drążka sprzęgającego lub drążka łączącego do wspornika łożyskowego
EP3205551B2 (fr) * 2016-02-12 2023-06-07 Faiveley Transport Schwab AG Dispositif d'attelage pour un vehicule sur rails
AT519744B1 (de) * 2017-09-27 2018-10-15 Siemens Ag Oesterreich Wanksteife Schienenfahrzeugkupplung
CN110171341A (zh) * 2018-11-06 2019-08-27 襄阳忠良工程机械有限责任公司 小型矿用自卸车车厢铰接结构
DE102019113907A1 (de) * 2019-05-24 2020-11-26 Voith Patent Gmbh Regenerative Energieabsorptionsvorrichtung, Kupplungs- oder Gelenkanordnung mit einer solchen Energieabsorptionsvorrichtung sowie Dämpfungsanordnung mit einer solchen Energieabsorptionsvorrichtung
CN110304099A (zh) * 2019-07-16 2019-10-08 通号轨道车辆有限公司 一种悬挂式空轨及其车端连接装置

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AU409131B2 (en) * 1967-12-06 1970-12-21 Amster Industries Incorporated Connector for articulated railway car
FR2716149B1 (fr) * 1994-02-15 1996-03-29 Gec Alsthom Transport Sa Articulation d'accouplement et procédé d'absorption d'énergie entre deux véhicules ferroviaires.
DE10153460A1 (de) * 2001-10-30 2003-05-22 Voith Turbo Scharfenberg Gmbh Kupplungsvorrichtung für die auf einem gemeinsamen Fahrwerk abgestützten Enden zweier gelenkig miteinander verbundenen, benachbarten Fahrzeugeinheiten eines schienengebundenen Gliederfahrzeuges

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2013087208A1 (fr) 2011-12-13 2013-06-20 Ego International B.V. Ensemble de pièces approprié pour être utilisé en tant qu'élément d'un dispositif de raccordement pour raccorder une première cabine d'un véhicule à plusieurs cabines avec une seconde cabine dudit véhicule
WO2015096893A1 (fr) 2013-12-23 2015-07-02 Dellner Couplers Ab Support de palier, ensemble contenant un tel support de palier et système contenant un tel ensemble

Also Published As

Publication number Publication date
PL1925523T3 (pl) 2009-07-31
EP1925523A1 (fr) 2008-05-28
DE502006002843D1 (de) 2009-03-26
ES2321646T3 (es) 2009-06-09
ATE422450T1 (de) 2009-02-15
DK1925523T3 (da) 2009-06-22

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